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M    r^fc   SPECIFICATIONS 

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:|--y.TWO  HORIZONTAL  DIRECT-ACTING 


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COmPOUND  SCREW  ENGINES 


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IT.  S.  S.  CHARLESTON. 


^'  OF  3,730  TONS  l^ISPLACEMENT, 

vJaf  ENGINES,  WITH  THEIR  AIXILIARIES  OF  7,500  1.  H.  P. 

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Bgi^jJJB,  SCKKW  PKOlMn.LKR.S,  AND  ALL  APPENDAl^ES  AND 
IPflJKTENANCES    COMPLETE,     J()(iEtHER    WITH 
^iA  LT8T  OF  TOOL8,  INSTKITMENT8,  AND 

!*'JPLK*ATE    PIECES    TO    BE 
^^  FUKNLSHED. 


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UC-NRLF 


$B    315    h7M 


WASHINGTON : 

(JOVKKNMENT  PRINTING   OFFICE. 

1886. 


A'^ 


BEKKEIEY 

Li:       RY 

UNIVER-^ITY   OF 
CALIFORNIA 


SPEOIFICATIOI^S 

FOR 

TWO  HORIZONTAL  DIRECT-ACTING 

COMPOUND  SCREW  ENGINES 

FOR 

XJ.  S.  S.  CHA-RLESTOlSr, 

OF  3,730  TONS  DISPLACEMENT, 

THE  ENGINES,  WITH  THEIR  AUXILURIES  OF  7,500  I.  H.  P. 
Under  Forced  Draught; 

INCLUDINCi 

BOILERS,  SCREW  PROPELLERS,  AND  ALL  APPENDAGES  AND 

APPURTENANCES    COMPLETE,    TOGETHER   WITH 

A  LIST  OF  TOOLS,  INSTRUMENTS,  AND 

DUPLICATE    PIECES    TO    BE 

FURNISHED. 

JOHPI  S.  PRELL 

Civil  &  AfechamcatEnginceL 

SAN  FRANCISCO,  CAL. 

WASHINGTON: 

GOVERNMENT  PRINTING  OFFICE. 
1886. 


INDEX. 


Page. 

A. 

Air-pumps 26 

Air-pump  discharge- valve 30 

^*         pipe-connections...  28 

*'         pressure-gauges 42 

Air-tight  fire-rooms 41 

Attachments,  boiler 36 

Ash-dumps 45 

Ash-hoists 45 

Ash-pit  doors 34 

Ash-sprinklers 62 

Angles,  beams,  etc 75 

Auxiliary  bilge  and  fire-pump .  43 

*^         boiler 42 

*^  "     attachments..  43 

**  ^'    feed-pump 47 

'^  "    uptake  and 

smoke-pipe 43 

Auxiliary  engine  stop-valves..  54 

"         exhaust-pipes 48 

*^         feed-pipes 49 

^^  feed-pumps 41 

^'  fire-pump 44 

*  *         steam-pipes 47 


Bearers,  grate-bar 34 

Bearings,  reversing  quadrant.  14 

'^         stern-tube 22 

'^         thrust 21 

"         valve-motion  rock- 
shaft 14 

Bilge-drains,    suctions    from 

6-inch 51 

Bilge-drains,    suctions    from 

12-inch 51 

Bilge  injection-valve 29 

^'      pumps,  main 27 

'*      suction,  direct 51 

"      valve-boxes 55 


Page. 

Bilge  valve-boxes,  suctions 

from 51 

Bilge  and  fire-pumps,  auxiliary  43 

Bleeder-pipes 48 

Blowers 42 

Blowing-engines 42 

Boiler  air-cocks 40 

*^      attachments 36 

^^      auxiliary 42 

^'  ^^  attachments  to  43 

"      braces 32 

''      clothing 40 

"      drain-cocks 40 

''      heads 31 

*^      material 31 

^^      man-holes  and  plates .. .  33 

^^      protectors,  zinc 40 

*'      pumping-out  pipes 52 

''       saddles 36 

''       shells 31 

^^       stop-valves 38 

'^       tubes 31 

"       tube-sheets 31 

Boilers,  after  main 31 

^'      forward  main 30 

*^      attachments  to  main  ..  36 
*^      and  machinery,  test  of.  68 

Bottom  blow-pipes 49 

"•      blow-valves 37 

Bolts  and  nuts 62 

Boxes,  journals 62 

Braces,  boiler 32 

Bridges-,  hanging 34 

Bridge-walls  1 34 

Bulkheads,  shafts  through ....  57 
*'  pipes  through 52 


Changes  in  plans 70 

Check-valves , 37 

II 


Ill 


Page. 

Circulating-pumps 27 

Circulating-pump  delivery- 

valves 29 

Circulating-pump  engines 27 

"             '*      pipe-connec- 
tions   28 

Circulating-tubes 40 

Clothing,  boiler 40 

^^         cylinders 11 

*'         pipe 52 

Cocks,  boiler,  air 40 

"  ''        drain 40 

'  *      cylinder,  drain 17 

^'      gnage 39 

"      and  valves 56 

"  ''  labels  on...  56 

Condensers 24 

Conditions  of  acceptance 74 

Connecting-rods,  main 19 

''  "      valve 13 

Combustion-chambers 34 

Completed    machinery,   draw- 
ings of 71 

Counterbalances,  crankshaft  _.  21 

Couplings,  shaft 24 

Cover  for  smoke-pipe 64 

Crank-shafts 20 

Crankshaft  counterbalances  . .  21 

"         pillow-blocks 19 

Cross-heads 18 

Cross-head  slides ,. 19 

Cylinder  casings,  high-pressure    4 
^^  ^'        low-pressure.    7 

'^       clothing 11 

*'       covers,  high-pressure.    5 
"  **       low-pressure  .     9 

*'       drain-cocks 17 

*'       linings,  high-pressure    5 

"       man-hole  covers 10 

"       relief- valves 16 

Cylinders,  bolting  together ...     8 


D. 

Dampers 35 

Distilling  apparatus 46 

Double-bottom  valve- boxes, 
suction  from 51 


Drain-pipes  and  traps 53 

Drain-cocks,  cylinder 17 

"  boiler 40 

Drawings  of  completed 

machinery 71 

Drawings,  working 70 

Dry-pipes „ 38 

Duplicate  pieces 65 


E, 

Eccentrics 13 

Eccentric  levers 13 

^'         straps 13 

Engine-frame  tie-rods 20 

Engine-room  log-desks 59 

^*  instruments 58 

'^  telegraph 60 

Engine  stop-valves 18 

Engines,  blowing 42 . 

^'        circulating-pump  ...  27 
^'        and  gear,  turning  ...  44 

* '        main  pumping 26 

^'        reversing 15 

Engines,  securing,  in  ship 66 

Escape-pipes 52 

Exhaust-pipes,  main 25 

*^  auxiliary .  48 


P. 

Failure,  cases  of 74 

Feed-pipes,  auxiliary 49 

^*  main 49 

Feed-pumps,  auxiliary 41 

''                  "         boiler..  47 

*'             main 40 

Feed-tank  suction-pipes 50 

Feed-tanks 30 

Fire-rooms,  air-tight 41 

Fire-pump 44 

Floor-plates 57 

Furnaces 33 

Furnace-doors 33 

*^        fronts 33 


IV 


a. 


Page. 


Gauge-cocks 39 

Gauges,  air-pressure 42 

<^       steam 39 

"        water 39 

Gear  for  working  valves  from 

deck 63 

Gear,  lifting 63 

General  description 1 

Governors 61 

Grate-bars  and  bearers 34 


H. 

Hand-pumps 44 

Hand-rails 58 

Heads,  boiler 31 

Hose  connections 49 

Hot-well  suction-pipes 51 

Hull,  attachment  of  valves  to.  55 

Hydrokineters 40 


Indicator  fittings  and  motions  59 

Indicators,  revolution 60 

Injection  sluice- valves 29 

Inspectors,  instructions  to....  72 

Inspector's  office 70 

Instruments,  engine-room 58 

Instruments  and  tools 64 


J. 

Jackets,  steam,  high-pressure.     5 

Jet,  injection 30 

Joints,  riveted 32 

Journal-boxes 62 


Ladders,  engine  and  fire-room  58 
Lamps,  supports  for 63 


Page, 

Levers  and  gear,  working 16 

Line-shaft 21 

^'           pillow-blocks 21 

Links,  radius 13 

'^      valve 14 

Lifting-gear 63 

Log-desks,  engine-room 59 

Lubrication 61 


M. 

Main  bilge  discharge-valves  . .  29 

^'     feed-pipes 49 

* '    in j  ection- valves 28 

*^    outboard-delivery  valves  29 

''     steam-pipes 47 

Man-hole  covers,  cylinder 10 

Man-holes  and  plates,  boiler  . .  33 

Material,  boiler 75 

''         and  fitting  of  pipes  .  53 

''         tests  of 68 

^'         and  workmanship .. .  67 


Oil-drips 61 

Oil-tanks 63 

Omissions 71 


P. 

Painting 69 

Pillow-blocks,  line-shaft 21 

<'  crank-shaft 20 

'^              thrust-shalf....  22 
Pipe-connections,  air-pump   ..  28 
'*                    circulating- 
pump  28 

Pipe-clothing 52 

Pipes,  auxiliary  exhaust 48 

''  ''  feed 49 

"  '<  steam 47 

'  ^      boiler,  pumping  out 52 


Page. 

Pipes,  bottom  blow 49 

"     bleeder 48 

"     drains  and  traps 53 

"     dry 38 

"     escape 52 

^^     feed-tank  suction 50 

^'     liot-well  suction 51 

^'     main  exhaust 25 

"        "      feed 49 

^^        "      steam 47 

^'     material  and  fitting  of .  53 
^'     receiver  live-steam  ... .  48 

*'     sea-water  suction 50 

^^     size  and  thickness  of.. .  53 

^'     surface-blow 49 

*'     through  bulkheads  ....  52 

Piston-rods 12 

Piston-rod  stuffing-boxes 12 

Piston-valves,  high-pressure  ..     7 
^'  low-pressure...  10 

Pistons,  main 11 

Plugs  for  discharge  openings  .  55 
Ports,  steam,  high-pressure...     6 

*'  "        low-pressure 9 

Propeller-shafts 22 

Propellers,  screw 23 

Pump,  auxiliary  boiler  feed.. .  47 

"      auxiliary  fire 44 

**      cylinders 62 

'*      engines,  circulating  ...  27 

Pumps,  air 26 

"        auxiliary  bilge  and  fire  43 
''  ''         boiler-feed..  47 

''  ''        feed 41 

*^        circulating 27 

''        hand 44 

^'        main-bilge 27 

^*        main-feed 40 

Pumpin  g-engines ,  main 26 

*'        out  valves 38 

"        out  pipes,  boiler 52 


R. 

Radiators 57 

Radius-links 13 


Page. 

Receivers 11 

Receiver  live-steam  pipes 48 

Record  of  weights 70 

Relief-valves,  cylinder 16 

Reversing-arms 13 

^'  engines 15 

*'  quadrants 14 

^'  quadrant  bearings  .  14 

Revolution  indicators 60 

Rivets 75 

Riveted  joints 32 

Rock-shafts,  valve-motion 14 


S. 

Saddles,  boiler 36 

Safety-valves  38 

Salinometer  pots 39 

Screw-propellers 23 

Sea-valves 54 

Sea-water  suction-pipes 50 

Securing  engines  in  ship 66 

Sentinel- valves 39 

Separators 52 

Shaft-couplings 24 

''    line 21 

Shafts,  crank 20 

''       propeller 22 

*  ^       through  bulkheads ....  57 

*'       thrust 21 

Shells,  boiler 31 

Siren 56 

Slides,  cross-head 19 

Smoke-pipe 36 

''            auxiliary 43 

^'            cover 64 

Speaking-tubes 60 

Starting- valves 17 

Steam-gauges 39 

^'      jacket,  high-pressure...  5 

*^      ports,  high-pressure.--.  6 

'*          '^      low-pressure 9 

'*      windlass 46 

"      winch 46 

Steel  castings,  tests  of 77 

Steel  shafts,  tests  of 76 

Stern-pipe  stuffing-boxes 23 


VI 


stern-tube  bearings 22 

Stuffing-boxes 62 

'^  piston-rod 12 

"  stern-pipe 23 

Surface  blow-pipes 49 

<*       blow-valves 37 


T. 

Telegraphs,  engine-room 60 

Tell-tales 61 

Tests 73 

"    of  boilers  and  machinery.  68 

"    of  material 68 

*^    of  steel  castings 77 

"    of  steel  shafts 76 

"    preliminary,  and  trials..  69 

Test,  quenching 74 

Throttle-valves  18 

Thrust-bearings 21 

Thrust-shafts  21 

Thrust-shaft  pillow-blocks 22 

Tie-rods,  engine-frame 20 

Tools  and  instruments 64 

Traps 53 

Tube-sheets,  boiler 31 

Tubes,  boiler 31 

"      circulating 40 

"      speaking 60 

Turning-engines  and  gear 44 


U. 

Uptake,  auxiliary  boiler 43 

"        doors 35 

Uptakes,  main  boiler 35 


Valve-boxes,  bilge-suction 55 

^*      chests,  high-  pressure  ..     6 
*'      chests,  low-pressure 9 


Page. 

Valve-chest  linings,  high-pres- 
sure       6 

Valve-chest  linings,  low-pres- 
sure       9 

Valve  connecting-rods 13 

^'      gear 12 

"      links 14 

^  ^      motion  rock-shafts 14 

"            "      rock-shaft   bear- 
ings    14 

Valve-stems,  high-pressure 7 

^^  low-pressure  ....  10 

ValveSj  air-pump  discharge...  30 

'*        attachment  of  to  hull.  55 

'^        auxiliary  engine-stop.  54 

"        bilge-injection 29 

^<        boiler  stop 38 

''        bottom-blow 37 

*^        circulating  pump- 
delivery 29 

Valves  and  cocks 56 

''  ''  labels  on....  56 

"        check 37 

''        cylinder  relief 16 

^*       engine  stop 18 

"       gear  for  working  from 

deck 63 

Valves,  injection-sluice 29 

'^       bilge-discharge,  main .  29 

*^       main-injection 28 

^*  main  outboard-deli very  29 
^^  piston,  high-pressure  .  7 
*^  piston,  low-pressure  ..10 
'^       pumping-out,  boiler  ..  38 

"       safety 38 

**       sea 54 

''       sentinel 39 

"       starting 17 

^*       surface-blow 37 

"       throttle 18 

Ventilators 64 


W. 

Water-gauges S9 

*^     service 50 

Weights,  record  of 70 


VII 

Page. 


Whistle 56 

Winch,  steam 46 

Windlass,  steam 46 

Working-drawings •  70 

"        levers  and  gear 16 

Workmanship  and  materials..  67 
Working  platforms 16 


Page. 


Working-valves  from   deck^ 
gear  for 63 


Z. 

Zinc,  boiler-protectors 40 


JOHpi  S.  PRELL 

Civil  &  Mechanical  Engineer, 

FOR 

TWO  HORIZONTAL  DIRECT-ACTING  COMPOUND  SCREW  ENGINES 

FOR  A 

VESSEL  OF   3,730   TONS   DISPLACEMENT. 

Reference  being  had  to  the  accompanying  drawings  forming  part  of 
these  specifications. 


GENERAL  DESCRIPTION. 

The  engines  will  be  placed  in  separate  water-tight  compart- 
ments, and  will  be  duplicates;  the  low-pressure  cylinder  being 
forward  of  the  high-pressure  in  the  forward,  and  abaft  it  in  the 
after  compartment;  the  forward  engine  to  turn  the  starboard 
propeller. 

Each  engine  will  have  a  high  and  a  low-pressure  cylinder  of 
44  and  85  inches  diameter  respectively,  and  a  stroke  of  piston 
of  36  inches.  The  indicated  horse-power  to  be  about  7,503 
under  forced  draught. 

The  high-pressure  cylinders,  covers,  and  bottoms  are  to  be 
steam-jacketed  with  steam  of  boiler-pressure.  The  valve- 
chambers  are  to  be  cast  on  the  cylinder-casings  of  both  high- 
pressure  and  low-pressure  engines.  The  stop-valves  and 
throttles  will  be  contained  in  separate  castings,  bolted  to  the 
high-pressure  cylinder-casings.  The  main  steam-valves  will 
be  of  the  piston  type,  two  to  each  cylinder.  The  valve  motion 
is  to  be  of  the  radial  type,  as  shown  in  the  drawings^  and 
arranged  to  effect  a  good  distribution  of  steam,  without  dis- 
torting the  exhaust,  when  cutting  off"  steam  between  the  limits 
of  I  stroke  and  such  a  point  as  shall  give  the  maximum 
power  of  the  engines,  as  above  specified,  with  steam  in  boilers 
at  90  pounds  pressure  per  square  inch. 
4086 2  (1) 


Each  piston  will  liave  a  sln<^le  piston-rod,  secured  to  a 
cross-head  moving  on  straight  guides  of  rectangular  section, 
which  will  be  bolted  to  the  cylinder-casings  at  one  end  and 
to  the  crank-shaft  pillow-blocks  at  the  other.  The  crank- 
shafts are  to  be  of  steel,  each  in  a  single  forging,  with  cranks 
at  right-angles.  The  castings  forming  the  crank-shaft  pil- 
low-blocks will  be  cast  in  one  piece  for  each  engino.  They 
will  be  bolted  to  the  engine-seatings,  and  stayed  to  the  cylin- 
ders by  steel  tie-rods. 

The  condensers  will  be  cylindrical,  placed  athwartship  as 
shown,  and  will  be  made  of  sheet-brass,  except  the  flanges, 
tube-sheets,  and  nozzles,  which  will  be  of  composition. 

The  tubes  are  to  be  of  brass.  Each  condenser  is  to  have  a 
cooling  surface  of  not  less  than  6,750  square  feet.  The  cir- 
culating water  will  pass  through  one-half  of  the  tubes  and 
return  thron2:h  the  remainder;  thence  overboard  throuo-h  the 
outboard-delivery  valves. 

The  circulating-pumps,  one  for  each  condenser,  will  be  of 
the  centrifugal  type;  each  driven  by  its  own  engine  direct,  and 
so  arrano-ed  as  to  be  used  for  freeing;  the  b:lo;es  in  case  of  ne- 
cessity. 

The  air-pumps,  one  for  each  condenser,  will  be  hoiizontal; 
each  worked  by  an  independent,  two-crank,  compound  engine. 
Each  will  deliver  into  a  feed-tank  in  its  engine-room. 

There  is  to  be  a  vertical  double-cylinder  feed-engine,  with 
two  double-acting  pumps,  in  each  fire-room,  to  be  used  as 
main  feed-pumps.  Their  suction-pipes  are  to  connect  to  feed- 
tanks, hot-wells,  and  bottoms  of  condensers  only.  Pyach  of 
these  pumps  is  to  be  arranged  so  as  to  be  capable  of  feeding 
each  boiler  or  any  boiler. 

A  double-cylinder  auxiliary  engine,  same  as  main  feed- 
engines,  with  two  double-acting  pumps,  is  to  be  fitted  in  each 
fire-room,  with  a  set  of  feed-pipes,  feed-valves,  and  overflow- 
valves,  separate  and  distinct  from  the  pipes  and  apparatus 
belonging  to  the  main  feed-pumps.  These  pumps  are  to  be 
fitted  to  draw  water  from  the  bottoms  of  the  condensers,  from 
the  feed-tanks,  from  the  sea,  and  from  bilges. 


There  are  to  be  two  bilge-pumps  worked  by  each  air-pump 
engine,  one  drawing  from  the  bilge  valve-boxes  and  the  other 
from  the  bilge.  The  propellers  are  to  be  right  and  left,  three- 
bladed,  of  manganese-bronze,  and  of  14  feet  diameter. 

There  are  to  be  six  main  boilers,  in  two  water-tight  com- 
partments, with  athwartship  fire-rooms;  the  boilers  to  be 
placed  in  opposite  directions  with  their  uptakes  all  leading  to 
a  common  smoke-pipe.  The  boilers  in  the  forward  compart- 
ment are  to  be  1 1  feet  diameter,  and  those  in  the  after  com- 
partment 11  feet  6  inches  diameter.  They  are  to  have,  col- 
lectively, about  15,600  square  feet  of  heating  surface.  The 
boilers  are  each  to  have  three  furnaces,  and  horizontal  fire- 
tubes  behind  the  furnaces  leading  from  a  combustion-cham- 
ber common  to  the  three  furnaces  to  a  common  uptake  at  the 
back  end. 

There  will  also  be  an  auxiliary  boiler,  with  400  square  feet 
of  heating  surface,  on  the  protective  deck  over  the  forward 
main  boilers. 

There  is  to  be  one  smoke-pipe,  connecting  with  the  uptakes 
of  all  the  boilers,  to  be  about  60  feet  high  above  the  highest 
grate-bars.  The  fire-rooms  are  to  be  arranged  to  work  in 
plenum^  air  being  driven  into  each  fire-room  by  blowing-fans 
of  sufficient  power  to  maintain  an  air  pressure  of  not  less 
than  2  inches  of  water.  The  engines,  main  boilers,  and 
steam-pipes  to  be  entirely  below  the  protective  deck. 

There  will  be  steam  starting  and  reversing-gear,  distilling 
apparatus,  auxiliary  bilge  and  fire-pumps,  ash-hoisting  engines, 
a  windlass  for  handling  the  anchors  and  for  other  heavy  work, 
a  steam  wdnch  for  hoisting  boats  and  other  light  work,  steam 
turning-gear  for  main  engines,  and  such  other  auxiliary  or 
supplementary  machinery,  tools,  instruments  or  apparatus  as 
may  be  described  in  the  following  detailed  specifications  or 
shown  in  the  official  drawings. 


DETAILED  SPECIFICATIONS. 

HIGH-PKESSUKE   CYLINDER-CASINGS. 

The  high-pressure  cylinder-casing  of  each  main  engine, 
which  will  include  the  steam  and  exhaust  ports  and  passages, 
inboard  head,  valve-chests,  and  sole-plate,  is  to  be  made  of  best 
cast-iron.  It  will  be  about  52|  inches  in  outside  diameter, 
with  walls  1 J  inches  thick,  except  at  ends,  where  the  thick- 
ness is  increased,  as  shown  in  drawings.  The  inboard  head 
will  be  If  and  2  inches  thick,  will  be  ribbed  on  the  outside,  and 
will  have  the  piston-rod  stuffing-box  nozzle  cast  on.  There 
will  be  at  the  bottom  a  sole-plate  10  x  56|  x  If  inches,  well 
ribbed  to  body  of  cylinder,  feced  on  under  side,  and  having 
holes  drilled  for  holding-down  bolts.  There  will  be,  at  in- 
board end  of  the  cylinder-casting  a  flange  from  top  to  bottom, 
faced  and  drilled,  for  bolting  to  the  low-pressure  cylinder. 
There  will  also  be  a  flange  extending  all  around  the  high- 
pressure  exhaust-nozzle,  faced  and  drilled,  for  making  the 
steam  connection  between  the  two  cylinders.  There  will  be  a 
nozzle  at  lower  part  of  head,  with  flange,  for  the  relief- valve 
and  drain-cock.  There  will  also  be  on  outside  of  casting  the 
following  facings,  raised  and  ribbed  where  necessary,  viz  : 

One  for  cylinder-cover ; 

Four  for  valve-cliest  bonnets  ; 

One  for  throttle- valve; 

One  for  auxiliary  exhaust  to  receiver ; 

One  for  stuffing-box  flange ; 

One  for  cross-head  slide ; 

One  for  main  tie-rod  ; 

One  for  diagonal  tie- rod ; 

Two  for  valve-motion  rock-shaft  brackets; 

One  for  steam  to  jacket; 

One  for  jacket  drain ; 

Two  for  valve- chest  drains; 


One  for  receiver-drain ; 
Three  for  starting-lever  brackets; 
One  for  starting-valve  chest ; 
Two  for  indicator  attachment. 

The  casing  will  be  bored  to  receive  the  cylinder-lining,  as 
shown. 

HIGH-PRESSURE   CYLINDER-LININGS. 

The  working  lining  of  each  high-pressure  cylinder  will  be 
made  of  cast-iron,  as  hard  as  tools  can  work.  It  will  be  If 
inches  thick,  turned  and  faced  as  shown.  It  is  to  be  smoothly 
and  accurately  bored,  in  place,  to  a  diameter  of  44  inches  for 
a  length  of  41  inches,  and  to  a  diameter  of  44J  inches  for  the 
remainder  of  the  outboard  end.  It  is  to  be  inserted  in  the 
cylinder-casing  in  such  a  manner  as  to  be  steam-tight  at  both 
ends  and  at  outboard  steam-ports.  The  outer  end  is  to  come 
fair  with  the  facing  for  cylinder-cover. 

HIGH-PRESSURE    CYLINDER-COVERS. 

Each  high-pressure  cylinder-cover  is  to  be  made  of  best 
cast-iron,  with  double  shell,  w^ll  ribbed.  It  will  be  cored 
to  form  a  man-hole  and  bored  and  faced  for  a  man-hole  plate. 
It  is  to  be  turned  and  faced  to  fit  the  cylinder-casing.  It  will 
have  a  lug  for  lifting  by,  and  faced  bosses  for  jacket  steam 
and  drain-pipes.  The  ribs  are  to  have  holes  for  the  circula- 
tion of  steam  and  drain-holes  for  water.  Walls  of  covers  to 
be  1 J  inches  thick.  Each  cover  to  be  secured  to  its  cylinder 
by  thirty-two  IJ-inch  wrought-iron  studs,  with  finished 
nuts. 

HIGH-PRESSURE   STEAM-JACKET. 

The  steam-jacket  of  each  high-pressure  cylinder  will  con- 
sist of  the  s})ace  between  the  cylinder-casing  and  cylinder- 
lining;  also  of  the  hollow  of  cylinder-cover.  Steam  to  be 
taken  from  top  or  side  of  the  main  steam-pipe  outside  the 
engine  stop-valve  with  a  pipe  leading  to  each  jacket-sp~ce. 


6 

A  stop-valve  to  be  in  eacli  branch  of  pip^^  Drain-pipes  from 
the  lowest  parts  of  each  space  an;  to  lead  to  an  approved  auto- 
matic trap,  thence  by  independent  pipes  and  valves  to  the 
feed-tank  and  bilo-e. 


IIIGH-PRESS U RE   VA L VE-CH ESTS. 

Each  high-pressure  valve-chest  will  be  fitted  for  two  piston- 
valves  of  13  inches  diameter.  There  will  be  an  opening  at 
each  end  of  each  valve-seat  for  removing  the  valves  and  valve- 
ch(st  linings.  Each  opening  will  have  a  single-plate  cast-iron 
cover,  as  shown ;  each  with  a  bos3  for  an  oil-cup,  and  with 
oil  ])assages  for  lubricating  the  valve-stems.  Each  inboard 
cover  will  have  a  stuffing-box,  as  sliown,  with  a  grooved  bear- 
ing for  supporting  the  weight  of  valve.  Each  outboard 
cover  will  have  a  projecting  cover  for  valve-stem,  with  a 
grooved  bearing,  boss  for  oil-cup,  and  oil  passages,  same  as 
inboard  cover.  Each  cover  to  be  secured  by  ten  |-inch  studs 
and  nuts.  The  valve-chests  will  be  accurately  bored  and 
faced  to  receive  the  working  linings. 

HIGR-PPvES.SURE   YALVE-CHEST    LININGS. 

There  will  be  a  working  lining  at  each  end  of  each  high- 
pressure  valve,  made  of  cast-iron  as  hard  as  tools  can  work. 
Each  lining  will  be  turned  and  faced,  and  will  be  so  inserted 
in  the  bore  of  the  valve-chest  as  to  make  all  joints  steam-tight. 
The  linings  are  to  be  kept  in  place  by  the  valve-chest  covers 
as  shown.  They  will  each  be  smoothly  and  accurately  bored, 
in  place,  to  a  diameter  of  13  inches. 

HIGH-PRESSURE   STEAM-PORTS. 

The  high-pressure  steam-ports  in  valve-chest  linings  will 
be  3|  inches  wide.  Each  will  contain  six  diagonal  bridges,  of 
dimensions  as  shown.  The  steam -passages  leading  to  cylinders 
to  be  made  as  shown,  and  smoothly  cored. 


HIGH-PRESSURE   PISTON- VALVES. 

Each  high-pressure  piston-valve  is  to  be  made  of  tough 
cast-iron  with  followers  of  same.  Each  follower  to  be  se- 
cured by  four  f-inch  wrought-iron  bolts,  with  T-heads,  and 
with  square  composition  nuts,  locked  as  shown.  The  wearing 
and  packing-rings  to  be  of  cast-iron.  The  packing-rings  to 
be  cut  obliquely  and  tongued.  All  parts  except  the  connect- 
ing trunk  to  be  turned,  bored,  and  faced.  The  inboard  end 
of  each  valve  to  contain  a  wrought-iron  ring,  bored  tapering, 
for  a  bearing  for  the  valve-stem. 

HIGH-PRESSURE   VALVE-STEMS. 

Each  high-pressure  valve-stem  will  be  of  forged  steel,  3J 
inches  diameter  at  stuffing-box.  The  inboard  end  will  be 
formed  into  a  bearing  for  the  valve  link-pin ;  fitted  with 
brasses,  cap,  bolts,  lock-nuts,  and  keepers.  The  stem  will 
have  a  tapered  bearing  in  the  ring  at  inboard  end  of  valve,  and 
will  be  secured  at  the  other  end  by  a  cast-iron  sleeve,  screwed 
on  with  left-handed  thread.  This  sleeve  is  to  be  turned  and 
to  slide  in  the  bearing  in  outboard  cover  to  take  the  weight 
of  the  valve.  The  sleeve  to  be  further  secured  by  a  round 
nut  with  right-handed  thread,  and  by  a  split-pin  keeper.  A 
tool,  as  shown,  to  be  furnished  for  screwing  the  sleeves  on 
the  valve-stems. 


LOW-PRESSURE    CYLINDER-CASINGS. 

The  low-pressure  cylinder-casing  of  each  engine,  which  will 
include  the  steam  and  exhaust-ports  and  passages,  inboard- 
head,  valve-chest,  and  sole-plates,  is  to  be  made  of  best  cast- 
iron  of  sufficient  hardness,  consistent  with  strength,  to  form  a 
working  cylinder,  without  lining.  It  will  be  smoothly  and 
accurately  bored  to  an  internal  diameter  of  85  inches  for  a 
length  of  41  inches,  leaving  the  walls  1|  inches  thick;  the  re- 
mainder of  the  outboard  end  being  bored  to  an  internal  diame- 
ter of  85|  inches.     The  inboard  head  will  be  1|  and  2  inches 


thick,  will  be  ribbed  on  the  outside^  and  will  have  the  piston- 
rod  stuffing-box  nozzle  cast  on,  as  well  as  a  nozzle  at  the  bot- 
tom for  a  16-inch  man-hole.  There  will  be  at  the  bottom  of 
cylinder-casing  two  sole-plates,  each  10  x  56 J  x  If  inches,  well 
ribbed  to  body  of  cylinder,  faced  on  under  sides,  and  having 
holes  drilled  for  holding-down  bolts. 

There  will  be  flanges  at  inboard  end  and  around  the  high- 
pressure  exhaust-passage  to  match  those  on  the  high-pressure 
cylinder. 

There  will  be  on  the  outside  of  casing  the  following  facings, 
raised  and  ribbed  whore  necessary,  viz : 

One  for  cylinder-cover ; 

Four  for  valve-chest  covers; 

One  for  main  exhaust-pipe  : 

One  for  stuffintr-box  flano-e  ; 

One  for  man-hole  plate  ; 

One  for  cross-head  slide; 

Two  for  main  tie-rods ; 

One  for  diagonal  tie-rod  ; 

Two  for  valve-motion  rock-shaft  brackets ; 

One  for  cylinder  of  reversing-engine; 

One  for  reversing-engine  throttle-valve  casing; 

One  for  reversing-engine  exhaust  connection  ; 

One  for  receiver  safety-valve ; 

Two  for  indicator  attachments; 

Two  for  starting- valve  pipes; 

BOLTING    CYLINDERS   TOGETHER. 

The  high-})ressure  and  low-])ressure  cylinders  of  each  en- 
gine are  to  ba  bolted  together  by  1  J-inch  body-bound  wrought- 
iron  bolts  and  studs  with  finished  nuts.  When  bolted  together 
the  faces  of  all  sole-plates  must  lie  accurately  in  one  plane  ; 
and  the  axes  of  the  cylinders  must  be  parallel  with  each  other, 
6  feet  9  inches  apart,  and  must,  at  corresponding  points,  be 
equidistant  from  sole-plate  plane. 


LOW-PRESSURE   CYLINDER-COVERS. 

The  low-pressure  cylinder-covers  are  to  be  similar  in  form, 
material,  and  manufacture  to  those  of  the  high-pressure  cyl- 
inders; but  will  have  IJ-inch  walls,  and  will  not  be  steam- 
jacketed.  Each  cover  to  be  secured  to  its  cylinder  by  35 
l|^-inch  studs  with  finished  nuts. 

.  LOW-PRESSURE   VALVE-CHESTS. 

Each  low-pressure  valve-chest  will  be  fitted,  in  the  same 
manner  as  the  high-pressure  chests,  for  two  26-inch  piston- 
valves.  Each  valve-chest  cover  will  have  a  boss  for  attaching 
an  oil-cup,  but  the  oil  connections  with  valve-stem  sleeves 
will  be  made  by  internal  pipes  instead  of  being  drilled  in  the 
castings.  Each  cover  to  be  secured  by  twelve  |-inch  studs 
and  finished  nuts.  In  making  the  outboard  covers  of  both 
high-pressure  and  low-pressure  valve-chests  the  detail  draw-  ' 
ings  will  be  followed,  and  not  the  general  plans  of  engines, 
which  are  in  error. 

LOW-PRESSURE   VALVE-CHEST   LININGS. 

The  working  linings  of  the  low-pressure  valve-chests  will 
be  similar  in  material  and  fitting  to  those  of  the  high-pressure 
engines;  but  will  be  cut  short  at  the  outer  ends,  and  each  will 
be  secured  in  place  by  a  wrought-iron  ring,  in  sections,  well 
bolted  to  the  walls  of  the  corresponding  steam-nozzle.  They 
will  each  be  smoothly  and  accurately  bored,  in  place,  to  an  in- 
ternal diameter  of  26  inches. 

LOW-PRESSURE   STEAM-PORTS.    • 

Each  steam-port  in  the    low-pressure  valve-chest    linings 
will  be  5  inches  wide.     Each  will  contain  12  diagonal  bridges 
as  shown.      The  steam  passages  to  be  made  as  shown,  and 
smoothly  cored. 
4086 3 


10 

I.OW-PRESSUIIE   PISTON-VALVES. 

Each  low-pressure  piston- valve  is  to  be  made  of  composi- 
tion. The  shell  is  to  be  g^^^-inch  thick  at  middle  and  y^^^-inch 
at  ends.  The  spiders  for  connecting  with  the  valve-stem  are 
to  be  cast  separately  and  bolted  in  as  shown.  That  at  the  in- 
board end  will  be  bored  to  a  sliding  fit  on  valve-stem;  that 
at  the  outboard  end  will  carry  a  wrought-iron  ring,  bored  ta- 
pering, to  fit  valve-stem.  The  packing  of  valves  to  be  as 
shown  in  detail  drawings. 

LOW-PPESSUKE   VALVE-STEMS. 

Each  low-pressure  valve-stem  will  be  made  of  forged  steel, 
3 J  inches  diameter  at  stuffing-box  and  2  inches  diameter  be- 
tween valve-spiders.  It  w^ill  have  a  2|-inch  hole  drilled 
axially  in  that  part  which  is  3|  inches  diameter;  this  hole  to 
have  a  screw-plug  at  end.  The  inboard  end  to  be  finished 
same  as  for  high-pressure  engines.  The  stem  will  have  a 
tapered  bearing  in  the  ring  carried  by  the  outboard  valve- 
spider,  and  will  be  secured  in  place  by  a  composition  sleeve 
screwed  on  with  right-handed  thread.  This  sleeve  is  to  be 
turned,  and  to  slide  in  the  bearing  in  ou: board  cover  to  take 
the  weight  of  valve.  Tlie  sleeve  to  be  furtlier  secured  by  a 
long  tap-bolt  screwed  into  valve-stena  end  with  left-handed 
thread. 

CYLINDER    MAN-HOLE    COVERS. 

The  man-holes  in  cylinder-covers  are  to  have  covers  to  fit 
bores  and  facings  and  recessed  for  the  piston-bosses  and  nuts. 
They  are  to  be  of  cast-iron,  and  will  have  facings  for  relief- 
valve  fianges.  The  openings  to  relief- valves  will  be,  for  the 
high-pressure  engines,  3  inches  diameter,  and  for  the  low-- 
pressure engines  6  inches  diameter.  The  covers  for  the  low- 
pressure  inboard  man-holes  will  be  cored  out  as  shown,  w^ith 
nozzles  and  facings  for  6-inch  relief- valves.  All  covers  to  be 
well  secured  by  wrought-iron  studs,  and  to  be  provided  with 
forcing-bolts  and  eye-bolts;  also  to  be  so  fitted  that  wedges 
may  be  used  in  breaking  joints. 


11 

RECEIVERS. 

The  receiver  of  each  engine  will  consist  of  the  cored  passages 
between  the  high  and  low-pressure  valves.  Each  will  be 
fitted  with  a  spring  safety-valve  of  approved  design,  with 
nickel  seat,  having  an  opening  of  3  inches  diameter  and 
loaded  to  40  pounds  per  square  inch  above  atmospheric 
pressure. 

CYLINDER   CLOTHING. 

The  cylinder-casings,  after  being  tested  and  secured  in  the 
vessel,  are  to  be  covered  with  approved  non-conducting 
material  and  neatly  lagged  with  black  walnut  all  over.  The 
lagging  to  be  removable,  in  one  piece,  over  each  cylinder  cover, 
man-hole  cover,  valve-chest  cover,  and  starting- valve  chest. 
The  lagging  elsewhere  to  be  so  secured  as  to  be  easily  removed, 
replaced,  and  repaired. 

MAIN    PISTONS. 

Tlie  main  pistons  are  to  be  of  cast-steel,  2f  inches  thick  at 
boss  and  If  inches  at  periphery.  The  followers  are  to  be 
made  of  cast-steel,  fitted  to  pistons,  and  secured  by  l|-inch 
T-headed  wrought-iron  bolts,  with  square  composition  nuts 
and  approved  keepers — 10  for  each  high-pressure  and  22  for 
each  low-pressure  piston.  The  packing-rings  to  be  of  cast-iron 
If  inches  thick,  cut  diagonally,  tongued  as  shown,  sprung  in 
and  turned  to  the  diameters  of  cylinders.  They  are  to  be 
pressed  out  by  springs  of  f-inch  round  steel  in  flat-sided 
spiral  form,  as  shown — 10  for  each  high-pressure  and  20  for 
each  low-pressure  piston.  A  sheet-brass  liner,  resting  on  the 
packing-ring,  will  take  the  weight  of  each  piston.  These 
liners  to  be  22  inches  long  for  the  high-pressure  and  32  inches 
long  for  the  low-pressure  cylinders.  The  pistons  to  be  fitted 
to  work  steam-tight  w^ithout  undue  friction.  They  are  to  be 
bored  taper  and  parallel  to  receive  the  piston-rods,  and  faced 
for  piston-rod  nuts. 


12 

PISTON-RODS. 

The  piston-rods  are  to  be  forged  of  mild  steel,  and  finished 
to  a  diameter  of  7  J  inches.  They  are  to  be  turned  taper  and 
parallel  at  ends  to  fit  bores  of  pistons  and  cross-heads,  and  to 
have  clearance  in  parallel  part  as  shown.  All  piston-rods  to 
be  interchangeable.  Each  piston-rod  to  be  secured  to  its 
piston  by  a  wrought-iron  nut  with  approved  locking  device, 
and  to  its  cross-head  by  a  recessed  wrought-iron  nut  with  steel 
set-screw  and  split-pin. 

PISTON-ROD   STUFFING-BOXES. 

The  main  piston-rod  stuffing-boxes  and  glands  are  to  be  of 
cast-iron  with  grooved  composition  bushings.  Each  gland  to 
be  ad  usted  by  tw^o  composition  nuts,  made  to  turn  in  unison 
by  means  of  composition  pinions  and  spur-ring  with  cut  teeth. 

VALVE-GEAR. 

The  valve-gear  is  to  be  of  the  Marshall  type,  and  must  be 
adjusted  to  cut  oif  steam,  in  forward  gear,  without  distorting 
the  exhaust  or  compression,  between  the  limits  of  J  stroke 
and  such  a  point  as  shall  give  the  maximum  engine-power,  as 
above  specified,  when  carrying  steam  in  t-oilers  at  90  pounds 
per  square  inch  above  the  atmospheric  pressure.  The  adjust- 
ment to  be  such  that  the  points  of  cut-oif  at  the  tw^o  ends  of 
each  cylinder  must  not  vary  from  each  other  outside  of  the 
following  limits,  viz : 

Nominal  cut-oif,  ^:  extremes,  0.24  and  0.26  stroke. 
Nominal  cut-off,  -J;  extremes,  0.49  and  0.51  stroke. 

The  adjustment  to  also  be  such  that  no  serious  wire-draw- 
ing of  steam  shall  take  place  at  the  grades  of  expansion  above 
specified ;  also  that  the  distribution  of  steam  in  backward  gear 
shall  be  such  as  to  allow  the  engines  to  be  reversed  quickly 
and  to  run  astern  at  full  power. 


13 

ECCENTRICS. 

Eacli  eccentric,  of  cast-steel,  is  to  be  made  in  two  parts, 
fastened  together  by  two  1  3^2^-incli  bolts.  It  is  to  be  secured 
in  its  place  on  the  shaft  by  a  1 J -inch  steel  tap-bolt  screwed 
into  the  web  of  the  adjoining  crank.  It  is  to  fit  its  shaft 
snugly  and  to  be  turned  accurately  to  an  eccentricity  of  2J 
inches,  recessed  at  sides  to  fit  the  flanges  of  its  strap. 

ECCENTRIC-STRAPS  AND  LEVERS. 

Each  eccentric-strap  is  to  be  in  two  parts,  of  cast-steel, 
with  brass  bushings  secnrely  fitted  and  truly  bored  to  fit  its 
eccentric.  The  two  parts  are  to  be  firmly  fastened  together 
by  two  1^^2""i^^^l^  s^^^^  bolts  with  lock-nuts  and  keepers,  and 
to  be  separated  by  brass  chipping  pieces.  A  prolongation  of 
one  part  of  each  eccentric-strap  will  form  the  eccentric-lever, 
and  will  carry  two  steel  pins  for  connection  with  the  radius 
arm  and  valve  connecting-rod.  The  former  of  these  pins  is 
to  be  surrounded  by  a  steel  bushing,  securely  pinned. 

REVERSING -ARMS. 

Each  reversir 
rant  common  to 
between  main  centers. 


ling-arm  is  to  form  part  of  the  reversing  quad- 
to  each  pair  of  engines,  and  is  to  be  16 J  inches 


RADIUS-LINKS. 

Each  radius-link,  of  forged-steel,  is  to  have  a  closed  end 
for  the  reversing-arm  connection,  with  brasses  and  adjusting 
wedge.  At  the  eccentric-lever  end  there  will  be  brasses  secured 
by  a  steel  cap  and  bolts  with  lock-nuts  and  keepers.  The  dis- 
tance between  centers  to  be  16  J  inches. 

VALVE  CONNECTING-RODS. 

Each  valve  connecting-rod,  of  forged-steel,  is  to  be  sym- 
metrical as  to  its  ends.  Each  end  will  have  brasses  secured 
by  bolts  with  lock-nuts  and  keepers,  the  outer  brass  forming 
the  cap.  Each  rod  to  be  about  6  feet  IJ  inches  between 
centers;  the  actual  length  to  depend  on  adjustment  of  valve. 


14 

VALVE-MOTION   HOCK -SIT A FTS. 

Tlie  valve-motion  rock-sliafts  are  to  be  made  of  steel, 
finished  all  over.  The  pins  for  valve-link  and  valve  connect- 
ing-rod connections  to  be  of  steel,  shrunk  in  and  well  secured. 
The  details  to  be  as  shown  in  drawings. 

VALVE-MOTION    ROCK-SITAFT    15EARINGS. 

Each  valve-motion  rock-shaft  will  be  carried  in  two  bear- 
ings, each  supported  by  a  cast-irjn  bracket  bolted  to  facings  on 
the  corresponding  cylinder-casing.  Each  bracket  to  be  further 
supported  by  a  wrought-iron  stanchion  step])ed  on  the  engine 
bed-plate.  The  details  of  bearings  to  be  as  shown  in  the 
drawings. 

VALVE-LINX8. 

Each  valve-link,  of  forged  steel,  will  be  finished  at  one  end 
similar  to  the  valve  connecting-rod  ends.  This  end  to  en- 
gage with  the  pin  in  arm  on  the  valve-motion  rock-shaft. 
The  other  end  is  to  be  forked,  with  a  steel  pin  shrunk  in,  to 
connect  with  the  valve-stem.  Each  link  to  be  finished  all 
over  and  to  be  about  9  inches  between  centers ;  tiie  actual 
length  to  depend  upon  adjustment  of  valve. 

EEVERSING-QUADRANT. 

The  reversing-quadrants,  one  for  each  pair  of  engines,  are 
to  be  made  of  cast-steel,  cored  out  as  shown.  The  main 
journals  to  be  turned  on  the  casting.  The  connections  to 
radius-links  and  reversing-engines  to  be  by  means  of  pins,  of 
forged  steel,  shrunk  in  and  well  secured. 

REVERSING-QUADRANT   BEARINGS. 

Each  reversing-(|uadrant  will  be  carried  in  two  bearings,  the 
housings  of  which  are  to  be  cast  on  top  of  tlie  middle  pillow- 
block  of  the  crank-shaft  bearings.  The  bearings  to  be  adjust- 
able, as  shown. 


15 


IlEVERSING-ENGTNES. 


Each  reversing-engine  will  consist  of  a  steam-cylinder  with 
a  hydraulic  controlling  cylinder.  The  steam-cylinder  is  to  be 
bolted  to  a  facing  on  the  low-pressure  cylinder-casing.  The 
hydraulic  cylinder,  connecting-frame,  and  inboard  head  of 
steam-cylincler  are  to  be  in  one  casting,  well  secured  to  the 
steam-cylinder,  and  further  supported  by  a  wrought-iron  stan- 
chion stepped  on  the  middle  crank-shaft  pillow^-block.  The 
steam-piston  to  have  metallic  packing.  The  steam  piston- 
rod  to  be  enlarged  at  tlie  end  to  form  a  cross-head  and  to  have 
a  collar,  into  which  the  hydraulic  piston-rod  will  be  firmly 
screwed.  The  hydraulic  piston-rod  is  to  pass  through  both 
heads  of  its  cylinder,  and  to  be  of  equal  diameter  at  both  ends. 
Thehydnmlic  piston  and  rod  are  to  be  packed  with  cup-leath- 
ers; spare  leathers  to  be  furnished.  From  the  cross-head  two 
connecting-rods  will  connect  with  the  proper  pins  in  the  revers- 
ing-quadrant.  The  valve  of  the  steam -cylinder  will  be  of  the 
piston  pattern,  of  composition,  working  in  a  composition-lined 
valve-chest.  There  will  be  a  bye-pass  valve  on  the  hydraulic 
cylinder  which  will  conform  to  such  drawings  as  may  be  fur- 
nished, or,  failing  this,  to  be  of  approved  pattern;  it  will  be 
worked  by  a  continuation  of  the  stem  of  the  steam  piston-valve. 
These  valves  will  be  worked  by  a  system  of  differential  levers, 
as  shown — the  primary  motion  being  derived  from  the  hand- 
lever  at  the  working  platform  and  the  secondary  motion  from 
a  pin  on  the  reversing-quadrant.  All  parts  to  be  so  adjusted 
that  the  reversing-engine  shall  follow  the  motion  of  the  hand- 
lever  and  be  held  firmly  when  stopped.  There  will  be  a  throt- 
tle-valve in  the  steam-pipe  to  the  reversing-engine  and  a  cock 
in  the  bye-pass  of  tlie  hydraulic  cylinder;  both  of  these  to  be 
controlled  by  one  lever  at  the  working-platform. 

The  reversing-engine  will  take  steam  from  the  main  steam- 
pipe  beyond  the  engi'ue  stop-valve  and  throttle;  also  from  the 
auxiliary  steam-pipe,  and  will  exhaust  into  the  low-pressure 
cylinder  valve-chest  at  in})oard  end,  or  into  escape-pipe,  at 
will. 


16 


WORKIXG-PLATFORM. 


There  is  to  be  a  working-platform  situated  near  each  high- 
pressure  cylinder,  of  such  height  that  all  working  levers  can 
conveniently  be  reached.  The  counter,  revolution-indicators, 
clock,  gauges,  telegraph-dials,  and  other  engine-room  fittings 
are  to  be  so  placed  near  the  working-platform  as  to  be  in  full 
view  while  working  the  engines;  speaking-tube  mouth-pieces, 
and  telegraph-levers  to  be  conveniently  placed. 

W^OEKING-LEVERS  AND  GEAR. 

There  will  be  at  each  working-platform  the  following  work- 
ing-levers, viz: 

One  reversing-lever ; 

One  throttle- valve  lever; 

One  starting- valve  lever ; 

All  these  to  be  fitted  with  spring-catches  and  notched  sectors 
of  '*  locomotive  pattern. ^^ 

One  reversing-engine  throttle-lever; 

Four  levers  for  cylinder  and  valve-chest  drain-cocks. 

There  will  also  be  a  hand-wheel  for  w^orki ng  the  throttle  of 
the  main  pumping-engines;  two  hand-wheels  for  working  the 
main  steam-pipe  stop-valves  in  the  hydraulic  engine-room ;  one 
for  main  stop-valve;  one  for  bleeder- valve;  one  for  starting- 
valve  steam-pipe  stop-valve;  one  for  stop-valve  in  live  steam- 
pipe  to  receiver. 

CYLINDER    HELIEF-YALYES. 

There  will  be  an  automatic-spring  relief-valve  of  3  inches 
diameter  at  each  end  of  each  high- pressure  cylinder,  and  one  of 
6  inches  diameter  at  each  end  of  each  low-pressure  cylinder. 
The  springs  must  be  long  enough  to  allow  the  valves  to  open 
to  their  full  extent  without  unduly  increasing  the  load,  and 
will  have  aj)proved  means  of  adjustment.  The  spindles  against 
which  tlie  springs  bear  must  fit  loosely  in  sockets  recessed  in 
the  valves,  but  will  be  so  fitted  that  the  valves  can  be  moved 


17 

by  the  application  of  a  lever.  The  valves  are  to  be  fitted  with 
casings,  which  will  prevent  danger  of  paople  being  scalded  by 
hot  water  from  the  cylinders,  and  prevent  steam  and  water 
from  reaching  the  springs.  Suitable  fulcrums  are  to  be  on 
casings  for  the  application  of  a  lever  for  working  the  valves. 
One  lever  for  this  purpose  to  be  supplied  to  each  engine-room. 
All  springs  are  to  pass  a  satisfactory  test. 

CYLINDER    DRAIN-COCKS. 

There  will  be  fitted  to  each  end  of  each  cylinder,  at  bottom, 
a  drain-cock  of  approved  design,  with  not  less  than  IJ  inches 
opening.  These  cocks  to  have  bottoms  cast  in  the  shells  and 
to  be  packed.  They  will  have  conical-pointed  relieving- 
screws  bearing  against  the  bottoms  of  plugs  to  prevent  setting 
fast.  Tlie  cocks  are  to  be  operated  by  levers  at  the  working- 
platforms.  All  the  drain-cocks  of  each  propelling-engine  are 
to  connect  with  a  pipe  of  ample  size  leading,  with  a  non-return 
valve,  to  the  feed-tank  or  condenser,  as  may  be  directed.  A 
branch  of  this  pipe  will  lead  to  the  bilge.  The  cock  connect- 
ing the  two  branches  must  be  such  that  one  connection  must 
always  be  open,  but  never  b)th.  Small  drain-c  )cks  to  hd  in 
lowest  parts  of  pipes. 

Similar  drain-cocks,  to  be  worked  from  tlie  working-plat- 
forms, will  b3  fitted  to  the  valve-chests. 

STARTING- VALVES. 

Each  pair  of  engines  will  have  a  starting- valve,  as  shown  in 
detail  drawings.  It  will  be  bolted  on  facing  on  top  of  high- 
pressure  cylinder,  and  will  take  steam  by  an  independent  pipe, 
with  stop- valve,  from  the  main  steam-pipe  beyond  the  engine 
stop-valve.  Steam  will  be  led  from  the  starting- valve  ports 
to  each  end  of  the  low-pressure  cylinder  by  a  copper  pipe,  as 
shown  in  general  plan.  The  starting- valve  lever  is  to  work 
in  the  same  direction  as  the  resulting  motion  of  the  low-pressure 
piston. 

4086 i 


18 

THROTTLE- VAI.VK8. 

There  will  be  for  each  eiighie,  bolted  to  high -pressure  valve- 
chest,  a  throttle- valve  of  composition,  as  shown  in  drawings. 
It  is  to  work  freely  when  hot  or  cold,  and  be  sufficiently  tight 
to  just  supply  steam  to  the  engines  when  they  are  running  at 
their  lowest  possible  speed.  It  is  to  be  worked  by  a  lever,  as 
above  noted. 

ENGINE  STOP-A^ALYE. 

Each  engine  stop-valve,  contained  in  the  same  casting  as  the 
throttle-valve,  is  to  be  of  the  double-seated  equilibrium  pattern, 
and  constructed  entirely  of  composition  It  will  fit  loosely  on 
its  stem  and  be  fitted  with  relieving- valves.  It  will  be  fitted 
to  work,  by  l)evel-gear,  from  tlie  working-platform,  and  by 
universal  joint,  rods,  and  wheel  from  the  main  deck.  The 
valve-casing  will  have,  on  the  boiler  side,  facings  for  the  fol- 
lowing pipe-connections : 

One  for  steam  to  reversing-enginc; 

One  for  steam  to  receiver; 

One  for  steam  to  bleeder. 

There  will  be  attached,  at  bottom  of  casing,  a  drain-valve 
with  pipe  leading  to  feed-tank. 

MAIN  CROSS-HEADS. 

Each  main  cross-head  is  to  be  of  cast-steel,  fitted  to  piston- 
rod  as  before  described.  It  will  rest  on  a  cast-iron  liner,  as 
shown,  working  on  the  cross-head  slide.  The  connecting-rod 
thrust,  in  backing,  will  be  taken  by  a  cast-iron  box,  ribbed, 
bossed,  and  fitted,  as  shown,  to  the  cross-head,  and  secured  by 
four  1 1 -inch  steel  bolts  with  recessed  nuts  and  set-screws. 
Each  cross-head  to  have  a  wiper-oiling  gear. 

The  cross-head  journals  are  to  be  truly  turned  and  faced, 
each  71  inches  diameter  and  8 J  inches  long.  A  l|-inch 
hole  is  to  be  drilled  axially  from  end  to  end  of  pins  and 
bored  tapering  at  ends,  ms  shown. 


19 


CROSS-HEAD    SLIDES. 


The  cross-licad  slides  are  to  be  of  forged  steel,  finished  all 
over.  Each  will  be  bolted  to  a  bracket  on  cylinder-casing 
by  two  2-inch  body-bound  steel  bolts,  and  to  a  bracket  on 
main  pillow-block  frame  in  a  similar  manner.  Each  slide, 
in  the  working  part,  will  be  rectangular,  21  x  4J  inches  in 
cross-section.  Each  to  be  grooved  and  otherwise  fitted  for 
lubrication  as  shown.  All  bearings  to  be  true  plane  surfaces, 
and  opposite  sides  to  be  parallel. 

COXNECTING-RODS. 

The  connecting-rods  will  be  made  of  wrought-iron,  and, 
with  all  fittings,  finished  all  over.  They  will  conform  to  the 
detail  drawings  with  the  exception  of  the  crank-pin  binder- 
bolts.  These  bolts  will  be  so  fitted  that  the  nuts  Avill  come 
at  the  cap  end  instead  of  as  shown.  The  necessary  alterations, 
to  effect  this  change,  in  the  connecting-rod  ends,  and  caps, 
will  be  made  in  an  approved  manner. 

The  crank-pin  brasses  will  be  lined  with  white  metal  in 
strips,  as  shown. 

All  caps  and  brasses  will  be  fitted  with  eye-bolts  for  hand- 

The  chipping  pieces  will  be  channeled  for  convenience  in 
reducing  them. 

The  crank-pin  and  wrist-pin  brasses  are  to  be  faced  with 
just  sufficient  end  clearance  to  prevent  nipping  when  heated. 

CRANK-SHAFT   PILLOAV-BEOCKS. 

1'he  crank-shaft  pillow-block  for  eac^h  pair  of  engines  will 
be  in  one  piece,  of  cast-iron,  as  shown  in  detail  drawings. 

The  caps  will  be  of  cast-iron  and  snugly  fitted  to  the  jaws. 
The  crank-shaft  brasses  will  be  lined  with  white  metal  in 
strips,  and  will  be  prevented  from  turning  in  their  jaws  by 
the  binder-bolts  being  let  partly  into  them. 


20 

The  pillow-blocks  of  each  pair  of  engines,  after  being 
secured  in  place  in  the  vessel,  will  have  their  caps  bolted  on 
and  the  jaws  and  caps  bored  out  to  dimensions,  accurately  in 
line. 

The  brasses,  after  being  fitted  to  their  jaws  and  caps,  will 
also  be  bored  out  in  place.  Holes,  as  shown,  will  be  drilled 
in  pillow-blocks  and  brasses,  and  tapped  for  the  reception 
of  the  water-service  pipes.  The  sole-plate  of  each  pillow- 
block  frame  is  to  be  faced  to  a  true  plane  surface;  also  the 
brackets  and  bosses  for  cross-head  slides  and  tie-rods,  and  the 
ends  and  sides  of  bearing-jaws.  The  crank-shaft  brasses  are 
to  have  just  sufficient  end  clearance  to  prevent  nipping  when 
heated. 

ENGINE-FRAME   TIE-RODS. 

The  pillow-blocks  of  each  pair  of  engines  will  be  tied 
to  the  cylinders  by  three  tie-rods  of  forged  steel,  6  inches  in 
diameter;  as  shown  in  detail  drawings;  also  by  two  diagonal 
tie-rods  of  forged  steel,  about  4  inches  in  diameter. 

Each  tie-rod  will  have  T-ends,  and  be  secured  by  two  forged 
steel  bolts  at  each  end.  The  bolts  for  the  larger  tie-rods  to  be 
as  shown  ;  those  for  the  smaller  ones  to  be  of  approved  pattern 
and  dimensions.  The  tie-rods  and  bolts  to  be  finished  all 
over.  They  will  be  fitted  to  their  places  after  the  cylinders 
and  pillow-blocks  have  been  lined  up  and  secured  in  the  ship. 
They  are  to  bear  squarely  on  their  faces  and  to  be  a  neat  end- 
fit  before  their  bolts  arc  set  up. 

CRANK-SHAFTS. 

The  crank-shafts  will  be  made  of  steel,  each  forged  in  one 
piece.  The  outside  dimensions  of  the  after  half  of  each  crank- 
shaft will  be  as  shown  in  detail  drawing  No.  1,118.  The 
forward  half  of  each  crank-shaft  will  be  a  duplicate  of  the 
after  half,  thus  making  the  shafts  reversible  and  interchange- 
able. The  main  and  crank-pin  journals  will  have  holes  drilled 
axially  through  them,  these  holes  to  conform  to  detail  draw- 
ing No.  1,120,  and  not  No.  1,118. 


21 

The  crank-pin  journals  are  to  be  accurately  parallel  to  the 
shaft  centers.  All  journals  are  to  be  smoothly  and  accurately 
turned,  and,  when  finished,  will  be  tested  and  their  accuracy 
proved.  The  shafts  to  be  finished  all  over.  The  bolt-holes 
in  flange-couplings  to  be  equally  spaced,  and  drilled  and 
reamed  to  template  and  gauge  so  that  all  flanges  will  fit  indis- 
criminately. 

CRANK-SHAFT   COUNTERBALANCES. 

Balance-weights  of  cast-iron  with  wrought-iron  straps  will 
be  made  and  fitted  to  all  crank-webs,  as  shown  in  detail  draw- 
ings. They  wnll  be  put  in  place  on  their  respective  cranks  if 
required. 

LINE-SHAFT. 

The  crank-shaft  of  the  forward  engines  will  be  coupled  to 
a  section  of  line-shafting  about  17  feet  3  inches  lono-^  of  forged 
steel,  hollow  as  shown  and  finished  all  over.  The  forward 
coupling  is  to  be  fitted  to  be  bolted  to  either  crank-shaft. 

LINE-SHAFT   PILLOW-BLOCK. 

The  line-shaft  above  mentioned  will  rest,  at  about  the  mid- 
dle of  its  length,  in  a  pillow-block  as  shown.  This  bearing 
to  be  made  of  cast-iron  with  white-metal  lining.  The  hold- 
ing-down bolts  are  to  have  clearance  as  shown,  to  allow  for 
adjustment. 

THRUST-SHAFTS. 

The  thrust-shafts  will  be  of  forged  steel,  each  in  one  piece 
about  26  feet  5J  inches  long,  to  conform  to  detail  drawing. 
To  be  finished  all  over,  accurately  fitted  to  adjoining  shafts, 
and  to  be  interchangeable. 

THRUST-BEARINGS. 

The  thrust-bearings  to  be  as  shown ;  to  be  securely  bolted 
to  their  seatings  and  to  be  adjustable  in  the  fore-and-aft  direc- 
tion.    The  lower  part  of  bearings  to  be  lined  with  composition. 


22 

The  tlirust-rlngs  to  be  of  composition^  easily  removable,  and 
fitted  for  ahead-thrust  only.  A  tube  and  wick-holder  to  lead 
from  oil-cups  to  each  thrust-collar. 

All  pipe  and  valve-connections  to  water  spaces  are  to  be  fitted 
complete,  the  inlet-pipes  to  connect  with  engine-room  water- 
service  and  the  outlets  running  to  engine-room  bilge.  The 
thru-fc-rings  to  bear  equally  against  all  thrust-collars  on  shaft. 

THRUST-SHAFT    PII.LOW-BT.OCKS. 

Each  thrust-shaft  will  rest  in  a  pillow-block  in  the  forward 
part  of  shaft-tunnel.  These  are  to  be  the  same  as  the  line- 
shaft  pillow-block  above  mentioned. 

PROPEI.LER-SIIAFTS. 

The  propeller-shafts  are  to  be  of  steel,  forged  in  one  piece^ 
hollow,  and  fitted  as  shown.  They  are  to  be  about  50  feet 
long,  finished  all  over,  covered  with  composition  in  all  bear- 
ings, accurately  fitted  to  j)ropellers  and  to  thrust-shafts,  and 
to  be  interchangeable.  The  connections  with  thrust-shafts 
will  each  be  by  tapered  end  and  socket  with  steel  feather-keys, 
accurately  fitted,  and  w  th  screwed  collar  and  studs,  as  shown 
in  detail.  Forcing-bolts  to  be  fitted  for  starting  the  propeller- 
shafts  out  of  thrust-shaft  sockets.  The  after-end  of  each 
shaft  is  to  be  turned  tai)er  to  fit  the  bore  of  propeller-boss^ 
and  to  be  fitted  with  steel  feather-key,  backing-nut,  keeper- 
pin,  and  water-tight  plug  as  shown.  The  composition  cover- 
ings are  to  be  securely  shrunk  on  and  pinned  in  place,  and  to 
be  water-tight  and  accurately  and  smoothly  turned. 

STERN-TUBE    BEARINGS. 

Each  propeller-shaft  will  rest  in  three  bearings,  of  lignuni- 
vitse  on  end  of  grain,  in  the  stern-tube.  The  lignumvita}  of 
each  bearing  is  to  be  held  in  a  composition  sleeve,  with  strips 
to  prevent  its  turning,  and  provided  with  passages  for  the 
circulation  of  water.    The  forward  sleeve  will  be  contained  in 


23 

a  cast-iron  sleeve  which  will  be  inserted  from  inside  the  vessel^ 
and  will  include  the  stuffing-box  casing*.  It  will  rest  at  its 
outboard  end  in  a  cast-iron  ring  in  the  stern-tube.  The  mid- 
dle and  after-bearing  composition  sleeves  will  be  contained  in 
an  internal  tube  of  cast-steel,  made  in  two  parts  and  flush-riv- 
eted together  as  shown.  It  will  be  inserted  from  aft,  and  will 
be  centered  in  the  stern-tube  by  three  rings,  or  sleeves,  of  cast- 
iron.  It  will  be  turned  on  the  outside  where  it  fits  these 
sleeves,  and  will  be  bored  inside  for  the  insertion  of  the  com- 
position sleeves.  This  tube,  after  insertion,  ^vill  be  secured  by 
a  screwed  cast-iron  collar  a:d  by  a  wrought-iron  tube  extend- 
ing forward  to  the  sleeve  of  shaft-bracket,  to  which  it  will  be 
fastened  by  countersunk  screws.  All  the  composition  sleeves 
will  be  secured  in  place  in  an  approved  manner.  All  lignum- 
vitse  bearings  are  to  be  smoothly  and  accurately  bored,  with 
perfect  alignment  of  shaft  when  in  place.  All  dimensions  to 
be  as  ghown  in  detail  drawing.  A  sleeve  is  to  be  fixed  on  after- 
end  of  each  stern-tube  to  form  a  smooth  water-line  from  the 
tube  to  the  boss  of  propeller. 

STERN-PIPE   STUFFING-BOXES. 

The  stuffing-box  of  each  stern-pij)e  will  consist  of  the  for- 
ward part  of  the  cast-iron  sleeve  containing  the  forward  bear- 
ing. A  loose  composition  ring  will  form  the  bottom  of  the 
box.  The  gland  will  be  of  cast-iron  with  composition  bush- 
ing, and  will  be  provided  with  bolts  and  nuts  as  shown. 
There  is  to  be  a  drain-cock  for  each  stulfing-box  with  pipe 
leading  to  engine-room  bilges. 

SCREW-PIIOPELLERS. 

The  screw-propellers  are  to  be  made  of  manganese  bronze,  as 
shown.  The  starboard  propeller  to  be  right-handed  and  the 
port  propeller  left-handed.  They  are  to  be  3-bladcd,  14  feet 
in  diameter,  and  are  to  conform  to  the  detail  drawings.  The 
blades  are  to  be  firmly  and  securely  fitted  on  their  bosses. 


24 

The  hand-holes  in  bosses  to  be  provided  with  flash  covers, 
dovetailed  and  pinned.  The  cap  on  after  end  of  each  boss  to 
be  bolted  securely  and  water-tight.  The  blades  are  to  be  cast 
as  smooth  as  possible  and  to  have  any  roughness  removed. 
The  bosses  are  to  be  finished  all  over.  They  are  to  be  neatly 
fitted  on  propeller-shafts  and  securely  fastened,  as  before 
described.  The  joint  between  shaft-casing  and  boss  to  be 
water-tight. 

SHAFT-COUPLINGS. 

All  flange  couplings  on  engine-shaft  are  to  be  forged  on, 
turned  23^  inches  in  diameter,  and  faced  2f  inches  thick. 
Bolt-holes  are  to  be  drilled  to  template  and  gauge  to  make 
shafts  interchangeable.  All  bolts  to  be  neat-fitting  and  inter- 
changeable. 

CONDENSERS. 

The  shells  of  condensers  are  to  be  made  of  sheet-brass  or 
Muntz  nietal,  with  composition  flanges,  tube-sheets,  stiffening- 
rings,  and  nozzles.  The  condensers  to  conform  to  the  detail 
drawings.  In  each  condenser  a  composition  casting,  forming 
a  part  of  the  shell,  will  contain  the  following  nozzles  witii 
flanges  properly  faced,  viz  : 

One  for  attachment  of  main  exhaust-pi])e  ; 

One  for  suction-pipe  of  air-pump  ; 

One  for  jet  injection-pipe  ; 

One  for  exhaust  from  main  pumping-engincs  ; 

One  for  auxiliary  exhaust-pipe ; 

Three  for  man-holes  and  hand-holes ; 

One  for  branch  from  auxiliary  steam-pipe  for  boiling  water 
in  condenser ; 

One  for  attachment  of  soda-cock. 

There  will  a'so  be  two  faced  brackets  for  securing  the  con- 
denser to  engine-room  bulkhead. 

The  longitudinal  shell-seams  are  to  be  strapped,  riveted,  and 
calked.  The  tube-sheets  are  to  be  drilled,  tapped,  and  fitted 
with  glands   for   packing  the  tube  ends ;  the  glands  to  be 


25 

beaded  at  outer  ends  to  prevent  tubes  from  crawling.  The 
tube-plates  are  to'be  secured  to  angles  on  shell  by  collar-bolts, 
which  will  also  be  used  for  fastening  the  circulating-water 
chests.  The  chest  for  entrance  and  exit  of  condensing  water 
is  to  be  of  composition,  as  shown,  with  division  in  middle,  and 
with  a  man-hole  in  each  compartment.  The  chest  at  the  other 
end  is  to  be  formed  by  a  curved  sheet-brass  bonnet  with  com- 
position flange,  man-hole  ring,  and  man-hole  plate,  with  stays 
as  shown.  There  are  to  be  3,092  solid  drawn  brass  tubes, 
No.  19  B.  W.  G.,  f  inch  diameter  outside  ;  also  six  brass 
stay-tubes.  No.  11  B.  W.  G.,  and  1  inch  diameter.  Sup- 
porting and  baffle-plates  to  be  fitted  wliere  shown,  and  secured 
in  an  approved  manner.  The  condensers  must  be  perfectly 
tight  in  all  joints,  and  be  so  proved  after  being  secured  in 
place.  Each  condenser  will  be  su])ported  from  underneath 
in  an  approved  manner,  but  not  suspended  from  deck  as  shown 
in  the  general  plans.  Also  to  be  secured  to  engine-room  bulk- 
heads by  the  brackets  before  mentioned.  A  cock,  pipe,  and 
tank  to  be  fitted  to  each  condenser  for  the  purpose  of  admit- 
ting an  alkaline  solution  into  the  exhaust  passages.  Drain- 
cocks  to  be  provided  with  pipes  leading  to  bilges.  A  pipe  is 
to  connect  the  steam  side  of  each  condenser  with  the  engine- 
room  water-service  for  the  purpose  of  filling  the  condenser 
when  it  is  desired  to  clean  the  tubes  by  boiling.  The  steam 
ibr  this  ]mrpose  is  to  be  introduced  from  the  auxiliary  steam 
system  at  the  bottom  of  condenser.  Man-hole  plates  are  to 
be  fitted  with  forcing-bolts  and  eye-bolts.  Main  bonnets  to 
have  lugs  for  handling  by. 

MAIN  EXHAUST-PIPES. 

Each  low-pressure  cylinder-casing  will  be  connected  with 
its  condenser  by  a  short  pipe  of  copper,  with  composition 
flanges,  and  with  expansion-ring  as  shown. 
4086 5 


26 


AIR-PUMPS. 


Eac'h  condenser  will  have  one  alr-punip,  to  be  made  of 
composition.  It  is  to  be  of  the  half-trunk  type,  with  horizon- 
tal cylinder  of  24  inches  bore  and  15  inches  stroke.  The 
piston  is  to  have  approved  metallic  ]:>acking.  The  stuffing- 
box  to  have  a  Sj^ur-rinsi:  and  pinions  for  setting  up  bolts  equally. 
Valves  are  to  be  of  India  rubber  with  composition  guards. 
The  suction  side  of  pump  to  be  connected  with  condenser  by 
a  square  composition  trunk.  All  joints  to  be  very  carefully 
made.  Each  pump  is  to  maintain  a  vacuum  of  within  four 
inches  of  mercury  of  the  weather  barometer  with  the  main 
engines  at  full  power  under  forced  draught.  The  pumps  are 
to  be  well  secured  to  the  seatings  provided,  and  will  support 
on  their  sides  the  main  bilge-pumps.  Each  air-pump  will  be 
worked  direct  by  a  horizontal,  direct-acting,  compound-engine 
as  described  below. 

MAIN  PUMPING-ENGINES. 

Each  main  pumping-engine  will  have  a  high-pressure  cylin- 
der of  14  inches  diameter  and  a  low-pressure  cylinder  of  28 
inches  diameter  with  a  stroke  of  15  inches.  The  cylinders  to 
be  of  close-grained  cast-iron,  bolted  together  as  shown.  The 
pistons  to  be  of  cast-steel,  with  cast-iron  packing-rings.  The 
slide  valves  to  be  of  cast-iron  with  springs  and  plates  on 
backs.  Piston-rods  and  valve-stems  are  to  be  of  forged  steel; 
connecting-rods  of  wrought-iron ;  crank-shafts  of  forged 
steel,  with  cranks  of  cast-steel  shrunk  on;  eccentrics  of  cast- 
iron;  eccentric  straps  and  levers,  composition;  radius  links, 
wrought-iron;  valve-connecting  rods,  wrought-iron;  cross- 
heads,  cast-steel.  The  pinton-rods  will  extend  through  the 
cylinder-covers  to  work  the  air  and  bilge-pumps,  the  exten- 
sion of  the  high-pressure  rod  being  cased  with  composition. 
The  crank-shaft  bearings  to  be  lined  with  white-metal.  All 
parts  are  to  be  finished  similarly  to  corresponding  parts  of  the 
main  eni^ines.     Eacli  enirine  is  to  take  steam  from  the  anxil- 


27 

iary  steam-pipe,  the  throttle  being  worked  from  the  working- 
platform,  and  to  exhaust  into  its  condenser  by  a  special  exhaust- 
pipe.    The  cylinders  to  be  clothed  the  same  as  for  main  engines. 

MAIX   r>ILGE-PUMPS. 

There  will  be  two  main  bilge-pumps,  with  plungers  8|  inches 
diameter,  worked  off  each  main  pumping-engine  direct,  be- 
ing connected  to  the  low-pressure  piston-rod  in  an  approved 
manneu'.  They  will  be  made  of  composition  throughout,  with 
India-rubber  valves.  One  of  the  pumps  in  the  after  engine- 
room  will  take  suction  from  the  main  bilge  valve-boxes  and 
the  other  from  the  eniyine-room  bils^e  direct.  One  of  the 
])umps  in  the  forward  engine-room  will  take  from  the  main 
bilge  valve-boxes  or  from  the  double-bottom  valve-boxes  at 
will,  and  the  other  from  the  engine-room  bilge  direct.  Each 
pair  of  bilge-pumps  will  discharge  through  a  Kingston  valve 
on  the  sea  side  of  the  air-pump  discharge- valve.  There  will 
be  a  stop-valve  in  the  discharge-pipe  of  each  pump  of  each 
pair. 

CIRCULATJNG-PUiVIl'S. 

The  circulating-pumps,  one  for  each  condenser,  will  be  of 
the  centrifugal  type,  of  composition.  They  will  have  fans  of 
32  inches  diameter,  and  inlet  and  outlet  pipes  of  14  inches 
internal  diameter.  Each  pump  will  be  securely  bolted  to  its 
engine  and  to  the  seating  provided  for  it.  Each  pump  is  to 
be,  fitted  to  draw  from  the  sea,  the  main  bilge-pipe,  or  the  bilge 
of  its  engine-room  at  will,  and  to  discharge  through  the  con- 
denser-tubes or  to  the  sea  direct  by  a  special  outboard  valve. 
The  pump-chambers,  passages,  and  fans  to  be  smoothly  cored 
and  any  roughness  removed.  An  air-cock  to  be  fitted  to  the 
highest  part  of  each  pump. 

CIUCULATING-rUiMP    ENGINES. 

Each  circulating-pump  will  be  driven  by  a  vertical  inverted 
cylinder  direct-acting  engine,  as  shown  in  outline  in  drawing 
^^o.  1,114.     Each  engine  to  have  a  cylinder  of  9  inches  bore 


28 

and  8  inches  stroke,  clothed  and  lagged.  The  valve-gear  and 
other  details  are  to  be  such  that  the  engine  shall  be  able,  with 
ease,  to  supply  sufficient  condensing  water  when  the  main  en- 
gines are  at  full  power.  They  will  be  provided  with  fly- 
wheels of  approved  dimensions.  Each  engine  will  take  steam 
from  the  auxiliary  steam-pipe  and  exhaust  into  either  auxili- 
ary exhaust  system  at  will. 

PIPE  CONXECTIOXS    OF   CIECULATING   AND   AIP-PUMPS. 

From  the  main  injection-valve  in  each  engine-room  a  14- 
inch  copper  pipe  with  a  full-way  sluice-valve  in  it  will  lead 
to  the  circulating-pump.  A  10-inch  branch  from  this  pipe, 
with  a  sluice-valve  in  it,  will  lead  to  two  non-return  valves, 
one  of  which  controls  the  suction  from  the  main  bilge-pipe 
and  the  other  from  the  engine-room  bilge.  The  water  leav- 
ing the  pump  will  pass  into  the  chamber  of  a  two-way  valve, 
by  means  of  which  it  can  be  directed  to  the  condenser  or 
overboard.  A  14- inch  pipe  will  lead  from  this  valve  to  the 
condenser.  From  the  condenser  a  pipe  of  same  size  will  lead 
overboard  through  the  outboard  delivery-valve. 

Each  air-pump  will  take  suction  from  the  condenser  only, 
as  before  described.  It  will  discharge,  by  a  12-inch  pipe,  into 
the  chamber  of  a  spring-loaded  valve  leading  overboard.  A 
5-inch  branch  from  this  pipe  will  lead  to  the  feed-tank  in  the 
same  engine-room,  with  a  stop-valve  at  tank.  There  will  be 
a  branch  of  the  auxiliary  feed-pump  suction  system  connected 
to  the  hot-well  of  each  air-pump,  and  another  to  the  channel- 
way  beneath  the  air-pump  foot- valves,  each  with  a  stop -valve. 

MAIN    INJECTION-VALVES. 

The  main  injection- valves  are  to  be  of  the  Kingston  type, 
with  outside  threads  on  stems,  and  each  to  have  a  14-inch 
opening.  They  are  to  be  secured  to  skin  of  ship  and  covered 
by  rectangular  gratings  with  inclined  bars  as  shown  in  detail. 
Valves,  nozzles,  and  gratings  to  be  of  composition. 


29 

INJECTION   SLUICE- VALVES. 


The  sluice-valves  in  main  injection-pipes  are  to  be  as  per 
detail  drawings.  The  sluice-valves  in  bilge-injection  pipes  to 
be  similar  to  the  above^  but  witli  10-inch  clear  openings. 

BILGE   INJECTION- VALVES. 

The  bilge  injection-valves,  two  for  each  engine-room,  are  to 
be  non-return  valves  with  screw-down  stems  and  hand-wheels. 
To  be  made  of  composition  and  to  be  of  approved  pattern. 

CIRCULATING-PUMP    DELIVERY-VALVES. 

The  circulating-pump  delivery-valves  are  to  be  double- 
faced,  each  with  two  seats.  Each  valve  to  be  cast  on  its 
stem,  and  to  have  the  screw-thread  underneath  the  valve.  The 
valves  to  conform  to  detail  drawing,  except  that  the  hand- 
wheels  are  to  be  of  composition,  finished  ;  instead  of  cast-iron 
as  shown. 

MAIN    OUTBOARD    DELIVERY-VALVES. 

The  outboard  delivery-valves  for  condensing  water  are  to 
be  of  composition,  of  the  non-return  type,  all  as  per  draw- 
ings;  each  with  a  co])per  key,  secured  near  valve  by  a  small 
brass  chain. 

MAIN    BILGE    DISCHARGE- VALVES. 

When  using  the  circulating-pumps  for  freeing  the  bilges,  the 
water  will  be  discharged  overboard  from  each  pump  through 
a  10-inch  non-return  valve  as  shown  in  drawings. 

The  outboard  discharge-valves  of  the  main  bilge-pumps 
will  be  of  the  same  pattern  as  the  above,  but  of  6  inches 
opening  only.     All  to  be  of  com])osition. 


30 

A  ir.-rr M  p  ] )  r8( j  la  rg  e-ya  lves. 

The  outboard  discharge- valve  of  each  air-pump  is  to  be  a 
non-return  valve  of  12  inches  diameter,  opening  downward, 
with  an  adjustable  steel  spring  to  keep  it  on  its  seat.  All, 
except  s})ring,  to  be  of  comj)ositi()n. 

JET-JNJECTION. 

The  jet-injection  sprinklers  are  to  be  as  shown  on  draw- 
ings of  condenser.  The  injection  water  for  each  condenser  is 
to  be  taken  from  a  4J-inch  Kingston  valve,  bolted  to  the 
nozzle  of  the  main  injection-valve  by  a  4J-inch  copper  pipe, 
and  to  have  a  stop-valve  close  to  condenser. 

FEED-TANKS. 

There  will  be  a  feed-tank  in  each  engine-room,  on  star- 
board side  close  to  dividing  bulkhead.  They  are  to  be  made 
of  ^-inch  wrought-iron,  to  fit  side  of  ship,  and  to  be  securely 
fastened  in  an  a])})roved  manner.  Each  to  have  a  15  x  12- 
inch  man-hole  and  })late  on  inboard  side.  The  tanks  are  to 
be  connected  by  a  4-inch  pij)e  with  a  valve  in  each  engine- 
room.  Each  tank  to  have  the  following  pipe  connections, 
viz:  Discharge  from  air- j)ump,  with  valve;  overflow-pipe 
leading  to  bilge,  with  end  in  siglit ;  suction  to  feed-pnmps, 
with  valve.  The  tanks  to  be  as  shown  in  drawings,  with 
zinc  slabs  properly  suspended.  Each  tank  will  have  a  glass 
water-gauge,  and  a  regulating  valve  in  the  supply-pipe,  both 
of  approved  design. 

FORWARD  BOILERS. 

Each  boiler  in  the  forward  boiler  compartment  is  to  be  11 
feet  mean  diameter  and  1 9  feet  3  inches  long,  with  52  stay- 
tubes  and  310  plain  tubes.  The  furnaces  are  to  be  42J  inches 
internal  diameter  and  7  feet  6  inches  long. 


31 


AFTER  BOILERS. 


Each  after  boiler  is  to  be  11  feet  6  inches  mean  diameter 
and  19  feet  3  inches  long,  with  62  stay-tubes  and  402  plain 
tubes.     The  furnaces  are  to  be  44|  inches  internal  diameter 


and  7  feet  6  inches  long. 


BOILER  MATERIAL. 

All  material  used  in  the  construction  of  boilers,  except  the 
tubes,  is  to  be  open-hearth  steel.  The  tubes  are  to  be  of  the 
best  wrought-iron. 

BOILER-SHELLS. 

The  shell  of  each  boiler  will  be  made  in  three' rings  of 
l^^-inch  plates. 

BOILER-HEADS. 

The  front  head  of  each  boiler  is  to  be  made  of  two^'plates — 
the  upper  ^  inch,  and  the  lower  fi  inch  thick;  the  latter 
flanged  inwardly  at  the  furnaces,  and  both  together  flanged 
inwardly  at  circumference.  The  back  head  will  be  |  inch 
thick  in  top  plate  and  f-J^  in  the  bottom  plate,  which  will  form 
the  back  tube-sheet.  The  back  head  to  be  flanged  inwardly 
at  circumference. 

BOILER   TUBE-SHfi:ETS. 

Each  back  tube-sheet  will  be  as  above  specified,  f  Each  front 
tube-sheet  will  form  the  bac^k  of  combustion  chamber,  and  will 
1  e  in  one  piece,  y^  inch  thick.  1lie  tube-sheets  are  to  be 
drilled  for  stay-tubes  and  ])lain  tubes  as  shown,  and  they  will 
be  tapped  for  the  stay-tubes  in  place.  All  tube-holes  to  be 
slightly  rounded  at  edges. 

BOILER-TUBES. 

The  plain  tubes  are  to  be  lap-welded,  7  feet  3|  inches  long, 
3  inches  diameter  outside,  and  swelled  at  back  ends  to  3^^ 
inches  diameter.     They  are  to  be  No.  10  B.  W.  G. 


32 

The  stay-tubes  are  to  be  7  feet  4 J  inches  long,  3  inches 
diameter  outside,  and  swelled  at  back  ends  to  3 J  inches 
diameter.  They  are  to  be  -f^  inch  thick.  The  small  ends  are 
to  be  screwed  for  1 J  inches  and  the  large  ones  for  3  inches. 
Each  tube  is  to  have  a  nut  f  inch  thick  at  back  end.  The 
threads  on  tubes  are  to  be  cut  in  such  a  manner  as  to  accu- 
rately agree  with  those  in  tube-sheets.  The  stay-tubes  are 
to  be  set  up  to  a  hard  bearing  in  threads  in  front  tube-sheet 
and  to  be  made  tight  at  back  ends  by  their  nuts.  Other  tubes 
are  to  be  expanded  by  approved  expanding  tools. 

BOILKR    BRACES. 

Each  boiler  is  to  have  18  stays  from  head  to  head  and  8 
from  front  head  to  combustion-chamber,  of  dimensions  shown. 
All  these  stays  to  have  raised  threads  on  ends  and  to  be  nutted 
inside  and  outside  the  plates.  The  bottoms  and  sides  of  com- 
bustion-chambers are  to  be  stayed  by  If-inch  screw  stay-bolts, 
spaced  as  shown,  and  nutted  on  both  ends.  The  tops  of  com- 
bustion-chambers are  to  be  stayed  to  tops  of  shells  each  by  44 
braces  1|  inches  diameter.  These  braces  to  be  pinned  to 
T-ii'ons  riveted  to  shells  and  to  eye-bolts  screwed  into  tops  of 
combustion-chambers  and  nut(ed  both  sides.  All  braces  are 
to  be  made  without  welds. 

RIVETED    JOINTS. 


o> 


The  longitudinal  joints  of  boiler-shells,  two  in  eacli  ring 
are  to  be  lapped  9|  inches  and  quadruple-riveted  as  shown 
Circumferential  seams  and  seams  in  heads  to  be  double- 
riveted,  staggered;  all  others  to  be  single-riveted.  All 
rivets  to  be  of  steel.  Rivet-hules  to  be  drilled  in  place  where- 
ever  possible;  all  others  to  be  punched  i  inch  small  and 
reamed  in  place,  or  else  drilled  fair  after  bending.  All  seams 
to  be  calked  on  both  sides.  Longitudinal  seams  are  to  break 
joints  as  shown. 


33 


MAN-HOLES   AND   PLATES. 


There  are  to  be  two  man-holes  in  the  shell  of  each  boiler, 
two  in  each  front  head  and  one  in  each  back  head,  as  shown. 
All  holes  to  be  stiffened  by  |-inch  plates  riveted  on.  Man- 
hole plates  and  fittings  are  to  be  of  approved  pattern  and  truly 
fitted.     They  will   all    be   provided  with    conveniences  for 


handling. 


FURNACES. 


Each  furnace  is  to  be  made  of  two  J-inch  plates.  Each 
ring  is  to  be  welded  longitudinally;  the  two  rings  to  be 
joined  by  a  flange-joint  with  an  Adamson  ring.  Furnaces  are 
to  be  secured  to  front  heads  and  to  combustion-chambers  by 
single-riveting  with  joints,  as  shown.  The  furnaces  are  to  be 
perfectly  circular  in  cross-section  at  all  points. 

FURNACE   FRONTS. 

Furnace  fronts  are  to  conform  to  such  drawings  as  may  be 
furnished.  Failing  this,  they  will  be  made  wiih  channel- 
iron  frames,  each  covered  with  a  J-inch  wrought-iron  plate  on 
inside  and  a  f-inch  wrought-iron  plate  on  outside,  stayed  where 
necessary  and  perforated  for  air  entry  where  directed.  The 
dead  plates  to  be  of  cast-iron.  Fronts  to  be  fitted  to  furnaces 
so  as  to  be  easily  removable. 

FURNACE-DOORS. 

Furnace-doors  are  to  conform  to  drawings,  if  furnished. 
Otherwise  to  be  as  follows:  To  be  made  of  J-inch  wrought- 
iron  plates,  flanged  one  inch  deep  at  edges  to  fit  furnace  fronts. 
To  be  provided  each  with  a  perforated  inner  plate  secured  by 
rivets  and  thimbles.  To  have  wrought-iron  hinges  and  'atches. 
To  have  air- regulators  in  outside  plate.  On  each  side  of  each 
furnace-door  in  furnace  front  there  will  be  a  slice-bar  open- 
ing with  hinged  cover  on  outside. 
4086 6 


34 


ASH-PIT    DOORS. 


Ash-pit  doors  of  wrought-iron  of  approved  pattern  are  to 
be  fitted  snugly  to  all  ash-pits.  They  are  to  be  provided  with 
proper  fastenings  and  with  wrought-iron  handles,  catches,  and 
hooks  for  handling,  and  for  sus^jending  them  on  bulkheads 
when  not  in  use. 


BRIDGE-AVALLS. 


Bridge-w^alls  are  to  be  made  of  cast-iron,  well  ribbed.  They 
will  be  finished  with  fire-brick,  and  are  to  be  so  fastened  to 
furnaces  as  to  be  easily  removable.  Each  will  have,  below 
the  grate-bars,  a  door  as  large  as  convenient,  so  fitted  as  to  be 
easily  opered  fr  m  fire-room. 


GRATE-BARS   AND    BEARERS. 


The  bearer-bars  are  to  be  of  cast-iron  ;  three  for  each  fur- 
nace. Each  will  rest  in  two  lugs  riveted  to  furnace-plates. 
The  grate-bars  are  to  be  of  wrought-iron  and  to  conform  to 
detail  drawings.  Proper  tools  for  shaking  the  grate-bars,  one 
for  each  boiler,  are  to  be  provided. 


COMBUSTION-CHAMBERS. 


The  combustion-chambers  are  to  be  made  of  |^|-inch  plates 
at  top,  sides,  and  bottom.  Front  plates  to  be  ^^-inch,  riveted 
to  furnaces  and  side-plates  as  shown.  Tube-plates  to  be  as 
before  specified. 


HANGING-BRIDGES. 


There  will  be  in  each  combustion-chamber  a  hanging- 
bridge  as  shown  in  outline  in  drawings.  They  are  to  be  sub- 
stantially constru(!ted,  and  will  be  of  such  material  and  pattern 
as  may  be  approved. 


35 

UPTAKES. 

The  uptakes  are  to  be  double,  with  y^-inch  inner  plates 
and  ^-inch  outer  plates.  They  are  to  be  built  on  IJ  x  1 J  x 
-^Q  inch  angles,  and  the  sides  are  to  be  secured  to  each  other 
and  to  the  boilers  bylfxlfx^  inch  angle-irons.  The 
inner  and  outer  plates  are  to  be  held  together  by  J-inch  bolts, 
and  stayed  by  thimbles.  Where  the  uptakes  are  exposed  to 
flame  there  will  be  an  inner  plate  of  |-inch  wrought-iron, 
held  oif  about  IJ  inches  from  the  inner  plate  of  double 
shell  by  thimbles  and  rivets.  The  space  between  the  inner 
and  outer  plates  first  mentioned  is  to  be  filled  with  silicate 
cotton.  The  uptakes  of  forward  and  after  boilers  are  to  be 
separate  up  to  a  short  distance  above  the  main  deck,  where 
they  will  be  united.  Above  the  smoke-pipe  hatch,  an  oval 
jacket,  with  a  6-inch  annular  space,  will  surround  the  smoke- 
pipe  for  2  feet  3  inches,  and  be  covered  by  a  hood  with  suffi- 
cient opening  for  the  escape  of  hot  air.  There  will  be  plates 
in  uptakes,  as  shown,  to  protect  the  ends  of  boiler-braces. 


UPTAKE   DOORS. 

The  uptake  doors  are  to  be  constructed  the  same  as  walls 
of  uptakes  where  in  conta  ct  with  flame.  They  will  be  in 
four  parts  for  each  boiler,  do  ubie-hinged  as  shown.  They 
will  be  provided  with  wrought-iron  hinges  and  latches  of 
approved  pattern. 

DAMPERS. 

There  is  to  be  a  damper  in  uptakes  for  each  boiler.  These 
are  to  be  so  fitted  as  to  be  easily  worked  from  their  respective 
fire-rooms.  They  will  conform  to  detail  drawings,  if  furnished. 
Otherwise  they  will  be  made  of  such  pattern  as  may  be  sub- 
mitted by  the  contractor  and  approved. 


36 


SMOKE-PIPE. 


There  is  to  be  one  smoke-pipe,  flat-sided,  with  rounded 
ends,  60  feet  in  total  height  above  the  upper  grate-bars.  It 
is  to  be  made  of  y^-ineh  wrought-iron,  with  all  joints  butted 
and  strapped,  and  is  to  be  fitted  with  internal  stiffening  stays 
as  required.  The  pipe  is  to  be  provided  with  eyes,  stays,  and 
shackles  of  approved  dimensions  and  pattern,  and  is  to  be 
so  supported  as  to  relieve  the  uptake  of  its  weight.  It  is  to 
be  finished  at  top  by  a  ring  of  flat  and  half-round  iron,  as 
shown. 

A  permanent  ladder  reaching  to  the  top  of  the  pipe  on  the 
outside  is  to  be  fitted  as  directed.  From  the  top  of  uptakes 
to  a  short  distance  above  the  upper  de3k  the  shell  of  the  pipe 
will  be  double  and  filled  with  silicate  cotton  the  same  as 
uptake  casings.  Four  single-sheaved  blocks  to  be  fitted  on 
top  rim  of  pipe  for  slinging  painters. 

BOILER-SADDLES. 

Each  main  boiler  will  rest  in  three  saddles,  which  are  to  be 
built  in  and  form  part  of  the  hull.  The  boilers  are  to  be 
fastened  to  these  by  double  angle-irons  riveted  to  shells  and 
saddles. 

BOILER   ATTACHMENTS. 

Each  main  boiler  will  be  provided  with  the  following  at- 
tachments, viz: 

One  steam  stop- valve ; 

Two  dry-pipes; 

One  main  feed  check-valve  with  internal  pipe; 

One  auxiliary  feed  check- valve  with  internal  pipe ; 

One  surface  blow-valve  with  internal  pipe  ; 

One  bottom  blow-valve; 

One  pumping-out  valve ; 

Two  safety-valves ; 

Two  ^team-gauges ; 

Two  glass  water-gauges; 


37 

Four  gauge-coeks ; 

One  sentinel- valve; 

One  salinometer-pot'; 

Two  drain-cocks ; 

One  air-cock ; 

Two  hydrokineters  or  equivalent; 

One  cock  with  thread  for  the  attachment  of  a  syringe ; 

Circulating  tubes. 

All  external  fittings  are  to  be  of  composition,  and  all  details 
of  which  drawings  are  not  furnished  are  to  be  of  approved 
designs.  No  fittings  are  to  be  screwed  into  boiler-plates, 
but  will  be  flanged  and  through-bolted,  or  secured  in  other 
approved  manner.  All  cocks  and  valves  will  have  spigots 
passing  through  boiler-plates.  All  screw  valve-stems  are  to 
have  outside  threads. 

CHECK-YALVES. 

Main  and  auxiliary  check-valves  are  to  be  2 J  inches  diam- 
eter, and  each  to  have  the  discharge  nozzle  entirely  above  the 
valve  when  fully  open.  Valves  are  to  have  wing-guides,  and 
suitable  springs  on  top.  They  will  have  internal  feed-pipes 
attached  as  shown. 

BOTTOM    BLOW-VALVES. 

The  bottom  blow- valves  are  to  be  2  inches  diameter.  They 
will  be  placed  as  shown  on  drawing  No.  1,977,  and  not  as 
shown  on  No.  1,746.  Their  hand-wheels  must  not  project 
beyond  the  walls  of  the  firing-troughs  of  central  furnaces. 

SURFACE    BLOW- VALVES. 

The  surface  blow-valves  are  to  be  2  inches  diameter,  and 
€ach  will  have  an  internal  pipe  terminating  in  a  dish  as 
shown,  which  is  to  be  about  one  inch  above  the  highest  heat- 
ing surface. 


38 

PUMPING-OUT   VALVES. 


The    puniping-oiit    valves  are   to  be    similar    to   bottom 
blow- valves  before  specified. 


BOILER   STOP-VALVES. 


The  boiler  stop- valves  are  to  be  self-acting,  with  stems 
placed  horizontally,  and  to  be  fitted  with  gear  as  shown  for 
workinp;  from  the  fire-rooms.    Valves  to  be  9  inches  diameter. 


DRY-PIPES. 

Each  boiler  is  to  have  two  brass  dry-pipes  of  7  inches 
internal  diameter.  They  will  be  made  with  transveise  slits 
for  admission  of  steam,  and  are  to  be  closed  at  their  inner 
ends.  They  will  be  bolted  to  a  double  nozzle  as  shown, 
which  in  turn  is  to  be  bolted  to  front  head  of  boiler  by  the 
same  bolts  that  hold  the  stop-valve.  The  pipes  to  be  sup- 
ported in  an  approved  manner. 

SAFETY-VALVES. 

Each  boiler  is  to  have  two  4|-inch  safety-valves  on  one 
nozzle.  They  are  to  be  as  shown  in  detail  drawings.  Each 
valve  to  be  fitted  with  gear,  as  shown,  tor  working  from  fire- 
room  or  trom  main  deck  at  will.  The  valves  are  to  be  set  at 
a  pressure  of  95  pounds  per  square  inch.  Each  valve  is  to 
be  furnished  with  washers  for  the  reduction  of  pressure  to  65 
pounds  per  square  inch  by  decrements  of  10  pounds  each, 
each  washer  being  marked  with  the  number  of  its  valve  and 
with  the  pressure  for  which  intended.  Each  valve  is  to  have 
a  suitable  lock.  All  locks  are  to  be  alike  and  but  one  key  to 
be  furnished,  suitably  marked.  Each  safety-valve  is  to  have 
a  drain-pipe  attached  at  least  |  inch  below  the  seat,  and  lead- 
ing to  bilge. 


39 


SENTINEL- VALVES. 


Each  boiler  is  to  have  upon  its  front  a  sentinel-valve  of  J 
square  inch  area.  Each  valve  to  be  fitted  with  a  sliding 
weight  and  notched  lever  graduated  to  150  pounds  pressure^ 
and  not  with  spring  as  shown  in  drawings. 

WATER-GAUGES. 

Each  main  boiler  is  to  have  two  glass  water-gauges  attached 
as  shown.  The  pipes  leading  to  tops  and  bottoms  of  boilers 
are  to  be  1|  inches  internal  diameter,  with  valves  of  same 
size.  The  top,  bottom,  and  blow-out  cocks  of  each  gauge  are 
to  have  at  least  J-inch  openings,  and  are  to  be  closed-bottom 
gland-cocks  of  approved  pattern,  and  not  as  shown  in  detail 
drawings.  Cock-handles  to  be  at  least  6  inches  long,  and  to 
hang  downward  in  working  position.  The  lowest  exposed 
part  of  glasses  to  be  about  1  inch  below  the  highest  heating 
surface.  Blow-out  cocks  to  have  drain-pipes  with  union- 
joints.     The  gauge-glasses  to  be  well  protected. 

GAUGE-COCKS. 

There  will  be  four  gauge-cocks  on  each  boiler,  spaced  about 
4  inches  vertically,  the  lowest  cock  being  about  4  inches  below 
the  highest  heating  surface.  These  cocks  to  be  of  approved 
pattern  and  to  have  drip-pans  and  drain-pipes. 

STEAM-GAUGES. 

There  will  be  two  Lane's  improved  s})ring  steam-gauges 
of  8  J  inches  face  for  each  boiler,  placed  where  directed ;  one 
graduated  to  100  lbs.  and  the  other  to  200  lbs.  Each  is  to 
have  a  three-way  cock  and  a  coupling  for  application  of  test- 
gauge.     Each  gauge  to  have  a  separate  attachment  to  boiler. 

SALINOMETER-POTS. 

Each  boiler  will  have  a  salinometer-pot  of  approved  pat- 
tern, with  proper  connections,  fitted  where  directed. 


40 


BOILER   DRAIX-COCKS. 


Each  main  Bbiler  will  have  at  each  end  a  1  J-inch  asbestos- 


packed  drain-cock  of  approved  pattern. 


BOILER  AIR-COCKS. 

Each  main  boiler  will  have  a  J-inch  air-cock  at  its  highest 
part^  with  a  |-inch  copper  pipe  leading  to  bilge. 

HYDROKIXETERS. 

There  will  be  attached  to  each  main  boiler  two  Weir's 
hydrokineters  or  other  approved  device  for  circulating  the 
water  in  boiler  w^hile  raising  steam.  Each  of  these  to  be  fit- 
ted where  directed,  and  to  have  a  stop-valve  close  to  boiler. 
They  will  take  steam  from  the  auxiliary  steam-pipe — the 
steam  to  the  pair  on  each  boiler  being  controlled  by  a  valve 
in  the  fire-room. 

CIRCULATING   TUBES. 

Circulating  tubes  are  to  be  fitted  in  all  main  boilers.  They 
will  conform  to  drawings  if  furnished,  otherwise,  as  may  be 
directed. 

ZINC   BOILER-PROTECTORS. 

Each  main  boiler  will  have  fourteen  rolled  zinc  blocks  14 
X  6  X  1  inches  in  each  boiler,  secured  as  shown  in  detail  draw- 
ings. 

BOILER   CLOTHING. 

After  the  boilers  are  tested  and  painted  they  will  be  clothed 
with  an  approved  non-conducting  material  and  covered  with 
approved  wire  netting. 

MAIN   FEED-PUMPS. 

There  will  be  a  main  feed-pump  in  each  fire-room,  secured 
to  the  seatings  provided  on  the  starboard  side.  They  will  have 
each  two  steam  and  two  p\imp-cylinders,  11  and  6  inches  bore 


41 

respectively,  and  10  inches  stroke.  They  will  conform  to 
detail  drawings^Nos.  1841  and  1 852 ;  alterations  and  additions 
to  crank-shafts  and  bearings,  and  alterations  in  valves,  being 
made  as  per  drawing  No.  1853. 

Each  pump  will  be  connected  as  follows: 

To  take  steam  by  a  special  pipe  from  the  main  steam -pipe  in 
same  fire-room ; 

To  exhaust  into  condenser  exhaust-system  only; 

To  take  suction  from  feed-tanks  and  hot-wells  only; 

To  deliver  into  the  main  feed -system. 

Each  pump  will  have  on  its  delivery  side  an  approved  spring 
pressure-gauge  graduated  to  180  pounds,  and  will  also  have  a 
spring  loaded  safety-valve  of  approved  dimensions  and  design, 
connecting  the  delivery  with  the  suction  side. 

AUXir.IARY   FEED-PUMPS. 

There  will  be  on  the  port  side  of  each  fire-room  an  auxil- 
iary pump,  w4iich  will  be,  in  construction  and  fittings,  a  dupli- 
cate of  the  main  feed-pump,  but  will  differ  from  it  in  being 
connected  as  follows : 

Steam  from  auxiliary  steam-pipe; 

Exhaust  into  both  auxiliary  exhaust-systems; 

Suction  from  sea,  hot-wells,  feed-tanks,  and  bilge; 

Deliver  to  auxiliary  feed-system  and  overboard. 

There  will  be  a  cock  at  each  pump  so  arranged  that  the  sea 
suction  can  never  be  open  to  the  others.  The  changes  of  suc- 
tion from  sea,  hot- wells,  or  bilge-drain  will  be  made  by  means 
of  a  triple  valve-box  similar  to  the  bilge-suction  valve-boxes. 

AIR-TIGHT    FIRE-ROOMS. 

Supplemental  bulkheads  of  light  galvanized  iron  will  be 
fitted,  where  shown  in  drawings,  for  the  purpose  of  reducing 
the  space  to  be  put  under  air  pressure.  All  permanent  and 
temporary  joints  are  to  be  made  perfectly  air-tight.  Openings 
and  passage-ways  are  to  be  provided  where  required,  with 
suitable  means  of  closing  them. 
408C 7 


42 

BLOAVEHS. 

Tliere  will  bo  two  blowers  of  5  feet  diameter  in  each  fire- 
room.  They  will  take  air  from  branches  of  the  fire-room 
ventilators  as  shown  and  will  deliver  directly  into  fire-room. 
They  will  be  made  according  to  detail  drawings  furnished. 
Suitable  means  will  be  provided  for  getting  at  the  back  bear- 
ing of  each  blower-shaft,  as  Avell  as  means  for  lubricating  the 
same  from  fire-room. 

BLOWING-ENGINES. 

Each  blower  will  be  driven  by  an  engine  with  a  9  x  6-inch 
cylinder,  constructed  and  supported  as  shown  in  drawings. 
They  will  take  steam  from  the  auxiliary  steam-pipe  and  ex- 
haust into  either  auxiliary  exhaust-system  at  will.  In  addi- 
tion to  the  steam  stop-valves  at  the  engines,  there  will  be  in 
each  fire-room  a  throttle- valve  controlling  both  engines,  so 
arranged  as  to  be  easily  worked  from  fire-room  floor. 

aiu-prp:ssure  gauges. 

An  approved  gauge  will  be  fitted  in  each  fire-room  to  show 
the  excess  of  air  pressure  over  the  pressure  of  the  open  atmos- 
phere. A  portable  gauge  will  also  be  supplied  to  each  fire- 
room,  which  can  be  connected  with  the  furnaces,  uptakes,  or 
where  desired  to  measure  the  air  pressure  as  compared  with 
the  pressure  in  the  fire-rooms. 

All  these  gauges  are  to  indicate  pressure  in  '^  inches  of 
water.'' 

AUXLLIAUY    BOIEER. 

There  will  be  on  the  protective  deck,  in  the  compartment 
provided  for  it,  a  cylindrical  horizontd  return  fire-tube  boiler 
for  auxiliary  purposes.  It  will  be  made  of  the  same  materials 
and  similar  parts  will  be  finished  in  similar  manner  as  in  the 
main-boilers,  except  that  the  longitudinal  joints  will  be  treble- 
riveted.  The  detail  drawings  will  be  followed  in  the  con- 
struction.    Parts  n:)t  given  in  djiail,  in^luling  furnac3  front, 


43 

furnace  door,  ash-pit  door,  and  man-hole  plates  and  fastenings, 
will  be  the  same  as  for  main  boilers,  or  of  other  approved 
design. 

AUXILIARY   UPTAKE   AND   SMOKE-PIPE. 

The  sliell  of  the  auxiliary  boiler  uptake  will  be  constructed 
shnilarly  to  that  of  main  uptakes.  The  uptake  will  run 
from  the  boiler  to  the  main  smoke-pipe,  where  it  will  connect 
with  a  pipe  of  2  feet  inside  diameter  reaching  to  the  top  of 
main  pipe. 

AUXILIAHY   BOILER   ATTACHMENTS. 

The  auxiliary  boiler  will  have  the  following  attachments: 
One  6|-inch  self-acting  stop-valve; 
One  6J-inch  dry-pipe; 
One  2-inch  check-valve  with  internal  pipe; 
One  l|-inch  surface  blow-valve  with  internal  pipe  and 
dish ; 

One  2-inch  bottom  blow-valve  with  internal  pipe  ; 

Two  3-inch  safety-valves  with  lifting  gear; 

Two  steam-gauges ; 

One  glass  water-gauge: 

Four  gauge-cocks; 

One  sentinel-valve ; 

One  salinometer-pot; 

One  drain-cock  ; 

One  air-cock.    ■ 

All  these  to  be  similar  to  those  for  main  boilers. 

AUXFLIARY    BILGE   AND    FIRE-PUMP. 

There  will  be  in  the  forward  engine-room,  on  the  port  side 
aft,  an  auxiliary  two-cylinder  engine  with  two  double-acting 
pumps.  The  steam-cylinders  to  be  6  x  7  inches  and  the  pump- 
cylinders  4|  X  7  inches,  as  per  detail  drawings  of  same.  Tiie 
pump  will  be  provided  with  a  suitable  spring  safety-valve 
and  will  have  suctions  from  the  following,  viz: 

From  the  sea  through  a  valve  on  side  of  main  injection 
valve ; 


44 

From  the  boilers  by  the  puinpuig-out  pipes; 

From  the  double-bottom  valve-boxes  ; 

From  the  6-inch  bilge-drain  ; 

From  the  main  bilge-drain  ; 

From  the  forward  engine-room  bilge; 

From  the  after  engine-room  bilge. 

The  sea-SQction  is  to  be  separated  from  all  others,  the  same 
as  in  auxiliary  feed-pumps.  This  pump  will  deliver  water 
overboard,  to  fire-main,  to  boilers,  or  to  forward  engine-room 
water-service  at  will. 

AUXILIARY   FIRE-PUMP. 

There  will  be  in  the  after  engine-room,  on  the  port  side 
forward,  a  duplicate  of  the  auxiliary  bilge  and  fire-pump 
above  specified.  The  position  of  this  pump  is  shown  on  de- 
tail drawing  No.  1974.  It  will  take  suction  from  the  sea 
only,  through  a  valve  on  side  of  main  injection -valve  cham- 
ber, or  as  otherwise  directed.  It  will  deliver  only  into  fire- 
main  and  after  eno-ine-room  water-service. 

o 

HAND-PUMPS. 

There  will  be  a  hand-pump,  with  plunger  4J  inches  diam- 
eter, in  each  engine-room,  as  per  drawings.  Each  will  take 
water  from  boilers,  6-inch  drain-pipe,  or  sea,  at  will ;  and  will 
deliver  into  fire-main,  main  feed-pipes,  and  overboard,  the 
latter  delivery  being  by  an  independent  pipe  and  outboard 
valve.  Each  ]3ump  is  to  have  an  additional  plunger  of  3 
inches  diameter,  with  stuffing-box  complete,  for  testing  boilers. 
These  pumps  are  to  be  fitted  in  an  approved  manner  to  be 
worked  by  the  main  engines  when  required. 

TURNING-ENGINE   AND   GEAR. 

There  is  to  be  fitted,  where  shown,  an  engine  with  6x6- 
inch  cylinder,  turning,  by  means  of  shafting  and  bevel-gear- 
ing, the  worm-gearing  for  turning  both  main  engines.     Each 


45 

worm-screw  is  to  be  fitted  as  shown,  so  as  to  be  connected  to 
mesh  into  the  worm-wheel  of  the  main  engine  when  desired. 
The  worm-wlieel  of  the  forward  engine  is  to  be  fitted  on  the 
flange-coupling  at  after-end  of  crank-shaft  as  shown ;  but  that 
of  the  after  engine  is  to  be  changed  so  as  to  be  bolted  to  the 
flange-coupling  already  specified  to  be  placed  on  forward  end 
of  crank-shaft.  The  end  of  tlie  first  w^orm-shaft  in  each 
engine-room  is  to  be  squared,  and  fitted  with  a  ratchet-wrench 
of  approved  design  for  turning  by  hand. 

ASH-HOrSTS. 

Each  fire-room  ventilator  is  to  be  arranged  to  be  used  for 
hoisting  ashes ;  suitable  doors  being  provided,  as  partly  shown 
on  drawings,  for  keeping  the  fire-rooms  air-tight  while  using 
the  ash-hoists.  These  doors  are  to  have  approved  gear  for 
working  from  fire-room.  There  will  be  secured  to  the  ath  wart- 
ship  bulkhead  of  each  fire-room  a  two-cylinder  ash-hoisting 
engine  of  the  type  shown  in  drawings.  Each  will  be  fitted 
with  a  reversing-gear  worked  from  the  door  in  upper  part  of 
either  ventilator  as  shown,  and  will  also  have  a  safety-gear, 
with  adjustable  stops,  to  prevent  over-winding.  Each  engine- 
shaft  will  have  two  drums,  one  for  each  ventilator.  Each 
hoist  will  be  fitted  with  sheave,  whip,  and  appliances  for  hand- 
ling ash-buckets  complete.  Each  engine  is  to  be  able  to  hoist 
150  pounds  with  20  pounds  steam-pressure. 

ASH-DUMPS. 

From  each  fire-room  ventilator,  on  the  upper  deck,  a  perma- 
nent overhead -rail,  suitably  supported,  w411  lead  to  the  ash- 
chute  at  the  ship's  side.  Each  of  these  will  be  provided  with 
a  traveler  of  approved  design  with  all  necessary  appliances 
for  carrying  the  ash-buckets.  At  the  top  of  each  ash-chute 
a  dumping-hopper  of  approved  design  will  be  fitted,  so  ar- 
ranged as  to  fold  up  out  of  the  way  when  not  in  use.  The 
ash-buckets  are  to  be  made  with  bails  pivoted  at  about  the 
middle  of  their  height,  and  with  proper  catches.  All  the  gear 
to  be  such  that  the  buckets  will  not  have  to  be  lifted  by  hand. 


46 


STEA  M-WINDT.ASS. 


There  is  to  be,  in  the  coiiipartmeDt  provided  for  the  pur- 
pose, and  strongly  seeured,  a  steam-windlass,  of  approved  pat- 
tern, for  handling  tlie  anchors.  It  will  have  four  wildcats  for 
anchor-chain,  each  to  be  fitted  for  2- inch  chain^  or  as  may  be 
directed.  Tlie  steam  cylinders  must  be  of  sufficient  size, 
together  with  the  other  mechanism,  to  raise  both  bower  anchors 
at  once  at  a  rate  of  6  fathoms  per  minute  with  steam  of  30 
pounds  pressure.  The  engines  must  be  double  and  have 
reversing-gear.  There  will  be  a  drum  on  both  port  and  star- 
board ends  of  windlass,  outside  the  windlass  compartment,  on 
upper  deck  for  handling  ropes.  There  will  also  be  a  hand- 
gear,  operated  from  the  main  deck,  for  working  the  windlass. 
Steam  and  exhaust  connections  will  be  made  and  all  fittings 
and  spare  parts  supplied  complete.  The  contractors  for  the 
hull  will  make  all  holes  in  decks  and  bulkheads  for  fitting 
the  windlass  and  will  stow  the  fittings. 

s^iEAM-wrNCir. 

There  will  be,  on  the  upper  deck,  as  shown  in  the  plans 
furnished  to  the  contractors  for  the  hull,  a  reversible  steam- 
winch  of  approved  design,  for  hoisting  boats  and  similar 
w^ork.  It  is  to  have  double  rope-drums  on  both  port  and 
starboard  sides,  extending  clear  of  the  line  of  deck-houses. 
Steam  and  exhaust  connections  to  be  made  complete. 

DISTJLLING-APPAEATUS. 

One  or  more  distillers,  of  ap],  roved  design,  will  be  fitted 
in  the  auxiliary  boiler-room.  They  will  have  a  total  capacity 
of  5,000  gallons  of  potable  water  per  24  hours,  and  will  be 
fitted  with  an  efhcient  filter  and  with  pipes  for  conveying  the 
fresh  water  to  the  various  tanks.  The  distillers  will  take 
steam  from  the  auxiliary  boiler  by  an  independent  pipe  and 
valve,  attached  to  the  auxiliary  boiler  stop-valve  chamber 
under  the  valve.     There  will  also  be  a  branch  connected  with 


47 

the  auxiliary  steam-pipe.  There  will  be  a  pump,  of  approved 
design  and  sufficient  capacity,  for  circulating  water  through 
the  distillers.  It  will  take  water  through  an  independent  sea- 
valve,  placed  where  directed.  The  water  after  leaving  the 
distillers  will  lead  forward  by  a  proper  pipe  and  be  connected 
for  flashing  the  crew's  water-closets.  Branches  from  this  will 
lead  to  the  officers'  water-closets.  A  bye-pass  pipe  will  be 
fitted,  so  that  water  may  pass  to  the  water-closets  when  the 
distillers  are  shut  off. 

AUXILIARY    BOILER   FEED-PUMP. 

There  will  be  a  pump  of  approved  design  and  of  a  capacity 
equal  to  a  No.  2|  Blake  pump  for  feeding  the  auxiliary  boiler. 
It  will  have  suctions  from  the  sea  and  from  feed-tanks,  and 
will  be  used  for  feeding  the  boiler  only. 

MAIN   STEAM-PIPES. 

The  main  steam-pipes  are  to  lead  as  shown — one  from  for- 
ward boilers  to  forward  engines,  and  one  from  after  boilers  to 
after  engines,  with  a  connecting-pipe  in  the  hydraulic  engine- 
room.  Each  branch  forward  of  the  connecting-pipe  will  have 
a  stop-valve,  to  be  worked  from  the  after  fire-room  and  from 
the  main  deck,  and  each  branch  abaft  it  a  stop-valve  in  the 
hydraulic  engine-room,  to  be  w^orked  from  either  main  engine- 
room  at  will.  Branches  will  lead  to  main  feed-pumps,  start- 
ing-valves, and  reversing-engines. 

AUXILIARY    STEAM-PIPES. 

The  principal  auxiliary  steam-pipe  will  extend  throughout 
the  length  of  fire  and  engine-rooms  and  lead  to  the  auxiliary 
boiler.  There  will  be  a  self-acting  stop-valve  in  the  pipe^ 
over  the  forward  main  boilers,  for  isolating  the  auxiliary 
boiler;  this  valve  to  be  ca})able  of  being  worked  from  the 
auxiliary  boiler-room.  There  will  be,  in  the  hydraulic  engine- 
room,  a  branch  connecting  the  main  and  auxiliary  steam-pipes, 
with   a    stop-valve,   shown    in    detail,  worked    from    below. 


48 

Branches  will  lead  to  the  auxiliary  feed-pumps,  the  main 
pumping-engines,  the  circulating-engines,  the  auxiliary  bilge 
and  fire-pumj),  the  fire-pump,  the  blowers,  the  ash-hoisting 
engines,  the  auxiliary  boiler  feed-pump,  the  windlass,  the 
w^inch,  the  whistle,  the  siren,  the  turning-engines,  the  radi- 
ators, the  bottoms  of  condensers,  and  the  reversing-engines. 
Branches  will  also  be  led  to  the  engineer's  work-shop,  dynamo- 
engines,  ventilating  engines,  to  the  hydraulic  engine-room,  and 
to  the  forward  torpedo-room,  but  the  connections  will  be  made 
by  those  who  furnish  the  machinery  in  these  places.  Stop- 
valves  are  to  be  furnished  where  shown  or  where  nece-^sary. 
There  will  be  a  steam-o-auo-e  in  brass  case,  with  about  6-inch 
dial,  attached  to  the  auxiliary  steam-pipe,  where  directed,  in 
each  engine-room;  also  one  in  each  iire-room  and  one  at 
w^indlass. 

BLEEDER-PIPES. 

A  br^inch  from  each  main  steam-pipe  will  lead  to  the  cor- 
responding condenser,  w^ith  valve  as  before  specified. 

RECEIVER   LIVE-STEAM   PIPE. 

A  branch  from  each  main  steam-pipe  will  lead  to  the  cor- 
responding receiver,  with  valve  as  before  s]>ecifiad. 

AUXILIARY    EXIIAUST-PIPES. 

The  auxiliary  exhaust-pipes  will  be  in  two  separate  sys- 
tems, one  discharging  into  the  condensers  or  the  receivers  at 
will,  the  other  discharging  into  the  escape-pipe. 

All  auxiliary  machinery  will  connect  with  either  exhaust 
system  at  will,  except  where  otherwise  specified.  The  wind- 
lass, winch,  and  the  pumps  in  the  auxiliary  boiler-room  will 
exhaust  into  the  escape-pipe  by  independent  pipes. 

The  workshop,  dynamo,  ventilating,  hydraulic,  and  torpedo- 
engine  exhausts  will  be  led,  but  not  connected. 


49 

MAIN    FEED-PIPES. 

The  main  feed-pipes  will  lead  from  each  main  feed-pump 
to  each  main  check-valve  in  the  same  fire-room.  A  pipe  will 
connect  the  two  main  feed-pipes,  with  a  valve  in  each  fire- 
room.  AH  these  pipes  to  run  overhead  and  in  plain  view  in 
each  fire-room.  An  air  vessel  will  be  placed  in  each  pipe 
close  to  feed-pump;  also  a  copper  air-vessel  of  good  capacity, 
with  a  glass  gauge,  a  strainer  at  the  bottom,  and  a  cock  at  the 
top  to  draw  off  the  air  from  the  feed-water.  This  is  to  be  of 
approved  design,  or  to  conform  to  drawings  if  furnished. 
The  engine-room  fire  and  bilge-pump  and  the  hand-pumps 
will  deliver  into  a  pipe  connecting  with  the  main  feed-pipes 
in  after  fire-room. 

AUXILIARY    FEED-PIPES. 

A  system  of  pipes  will  connect  the  auxiliary  feed-pumps 
with  the  auxiliary  check-valves.  These  are  to  be  in  all 
respects  similar  to  the  main  feed-pipe,  omitting  the  air-remov- 
ino;  vessel  and  the  enp-ine-room  connections. 

BOTTOM    BLOW-PIPES. 

All  the  bottom  blow-valve?  in  each  fire-room  will  discharge 
through  one  pipe  having  aa  independent  outboard  valve. 
Both  blows  of  the  auxiliary  boiler  will  connect  with  the  bot- 
tom blow  in  the  forward  fire-room. 

SURFACE    BLOW-PIPES. 

Each  fire-room  will  have  its  independent  surface  blow-pipes 
and  outboard  valves  similar  to  the  bottom  blows. 

HOSE-CONNECTIONS. 

The  auxiliary  bilge  and  fire-pump,  the  fire-pump,  and  both 
hand-pumps  will  discharge  into  a  fire-main  fitted  by  the  con- 
tractors for  the  hull.     Standard  hose-connections,  each  with 

4CCC S 


50 

cap  and  straightway-valve,  are  to  be  fitted  to  the  discharges 
of  these  pumps  in  engine-rooms,  also  to  the  discharges  of  the 
auxiliary  feed-puuips  in  fire-rooms.  There  is  to  be  attached 
to  each  of  these  connections  a  hose  of  sufficient  length  to 
reach  to  all  parts  of  the  compartment  in  which  it  is  situited, 
fitted  complete  with  brass  coupling,  straps,  buckles,  and 
nozzles. 

WATER   SERVICE. 

There  will  be  in  each  engine-room  a  3-inch  pipe  with  in- 
dependent sea  connection  and  with  branches  leading  to  the 
different  parts  of  the  engines,  as  follows:  Two  to  each  crank- 
shaft, crank-pin,  and  cross-head  bearing  of  main  engines,  and 
one  to  each  ecc^entric ;  each  to  be  fitted  with  a  detachable 
spray.  One  to  each  line-shaft  and  thrast-shaft  pillow-block, 
two  to  each  main  pumping-engine.  and  one  to  each  circulating- 
engine;  to  be  fitted  with  small  hose-connections  and  short 
lengths  of  hose.  One  to  be  connected  for  circulating  water 
through  each  tli rust-bearing.  Three  branches  to  each  central 
bearing  of  crank-shafts  and  two  to  each  end  bearing ;  these  to 
be  screwed  into  the  holes  in  the  pillow-blocks  provided  for 
the  purpose.  Each  branch  is  to  have  its  own  valve.  The 
water-service  pipe  in  each  engine-room  is  to  be  connected  with 
the  auxiliary  pump  in  that  engine-room,  and  the  two  pipe  sys- 
tems are  to  be  connected  with  each  other.  All  fittino;s  are  to  be 
of  brass  and  to  follow  the  detail  drawings  where  shown. 

SEA-WATER   SUCTION-PIPES. 

From  a  sea-valve  in  the  forward  engine-room  a  pipe  will 
lead  to  the  suction  sides  of  both  auxiliary  feed-pumps.  Other 
pumps  will  take  sea- water  as  before  specified. 

FEED-TANK    SUCTION-PIPES. 

From  the  feed-tanks  a  pipe  will  lead  forward,  with  branches 
to  the  suction  sides  of  all  feed-])umps,  with  valves  as  required. 


51 

HOT-WELL   SUCTION-PIPPIS. 

From  a  valve  on  each  hot- well  a  pipe  will  lead  to  a  pipe 
leading  forward,  with  suction-branches  to  all  feed-pumps  in 
fire-rooms.  A  branch  near  each  hot-well  will  lead  to  a  valve 
on  the  channel  of  the  air-pump  below  the  foot-valves. 

SUCTIONS    FROM    12-INCH    BILGE-DRAIN". 

The  auxiliary  bilge  and  fire- pump  and  both  circulating- 
pumps  will  have  suction-pipes  leading  to  the  12-inch  drain- 
pipe direct. 

SUCTIONS    FROM    6-INCH    BILGE-DRAIN. 

Each  hand-j)ump,  and  the  auxiliary  bilge  and  fire-pump, 
will  have  a  direct  suction  from  the  6-inch  drain-pipe. 

SUCTIONS    FROM    BILGE    VALVE-J50XES. 

Each  main  bilge -pump  will  have  a  suction-pipe  from  the 
bilge  valve-boxes  in  the  same  engine-room,  and  the  auxiliary 
bilge  and  fire-pump  from  the  valve-boxes  in  both  engine- 
rooms. 

SUCTIONS    FROM   DOUBLE-BOTTOM    VALVE-BOXES. 

The  forward  main  bilge-pump  and  the  auxiliary  bilge  and 
fire-pump  will  have  suction-pipes  from  the  double-bottom 
valve-boxes.  A  branch  will  lead  from  these  pipes  to  a  sea- 
valve,  used  for  this  purpose  only,  for  filling  the  double  bottom. 

DIRECT   BILGE-SUCTIONS. 

In  addition  to  the  bilge  injections  before  specified,  there 
will  be  direct  bilge-sucti  )ns  in  each  fire-room  to  the  auxiliary 
feed-pump,  and  in  each  engine-room  to  the  main  bilge-pump, 
and  from  both  engine-rooms  to  the  auxiliary  bilge  and  fire- 
pump.     Each  of  these  suc^tion-pipes  will  take  from  the  lowest 


52 

part  of  the  bilge  or  from  a  cistern  without  a  strainer,  and  will 
be  provided,  above  the  floors,  with  a  Macomb  bilge-strainer. 
Each  pipe  will  also  have  a  screw  check-valve  in  an  accessible 
position. 

BOILER   PUM PING-OUT   PIPES. 

A  system  of  pipes  will  lead  from  the  pumping-out  valves 
on  the  main  boilers  to  both  hand-pumps  and  to  the  auxiliary 
bilge  and  fire-pump. 

ESCAPE-PIPES. 

There  will  be  an  escape-pipe  abaft  the  smoke-pipe  leading 
to  the  top  of  the  latter.  It  will  have  branches  leading  to  all 
safety-valves  and  to  the  auxiliary  exhaust  system  before  speci- 
fied, and  will  be  fitted  with  a  muffler. 

SEPARATORS. 

There  will  be  in  each  main  steam-pipe  in  its  own  engine- 
room,  and  in  the  auxiliary  steam-pipe  in  tlie  hydraulic  engine- 
room,  a  separator,  of  composition,  as  shown  in  detail  drawings, 
properly  supported.  Each  will  be  fitted  with  a  glass  gauge  of 
approved  pattern;  also  with  an  approved  steam-trap  with 
drains  leading  to  the  sea  or  to  feed-tanks  at  will. 

PIPE-CLOTHING. 

All  steam-pipes,  exhaust-pipes  where  directed,  the  separators^ 
and  all  steam-valves  are  to  be  clothed  in  an  approved  manner 
with  a  satisfactory  non-conducting  material,  covered  with  can- 
vas in  double  thickness,  well  painted.  The  covering  to  be 
secured  to  bulkheads  where  pipes  pass  through  them.  These 
pipes  are  also  to  be  covered  with  black-walnut  lagging,  with 
brass  bands,  where  directed. 

PIPES  THROUGH  BULKHEADS. 

Where  pipes  pass  through  bulkheads  they  will  have  flanges 
bolted  to  bulkheads,  be  provided  with  stuffing-boxes,  or  be 
made  tight  in  other  approved  manner. 


53 

MATERIAL  AND  FITTING  OF  PIPES. 

All  pipes,  except  the  lower  parts  of  bllge-siiction  pipes,  unless 
otherwise  specified,  are  to  be  of  copper.  All  feed  and  blow- 
pipes and  all  bilge-pipes,  except  the  lower  parts,  are  to  be  of 
seamless-drawn  copper.  All  copper  pipes  not  seamless-drawn 
are  to  be  brazed.  All  copper  pipes  are  to  have  composition 
flanges  riveted  on,  calked,  and  brazed.  All  flanges  are  to  be 
faced  and  grooved,  and  joints  are  to  be  made  with  red  lead, 
without  sheet-lead  or  canvas.  All  flanges  below  the  floor- 
plates  are  to  be  connected  by  Tobin's  metal  bolts  and  nuts. 
All  copper  pipes  in  bilges  are  to  be  well  painted  and  covered 
with  waterproof  canvas,  and  must  not  rest  in  contact  with  any 
of  the  iron  or  steel-work  of  the  vessel.  All  bends  in  copper 
pipes  are  to  be  made  one  gauge  thicker  than  straight  parts. 
All  copper  pipe  T-picces  and  fittings  are  to  be  made  of  com- 
position. Expansion-joints,  of  patterns  shown,  are  to  be  fitted 
where  shown  in  drawings;  also  elsewhere,  as  may  be  needed. 
The  lower  parts  of  bilge-suction  pipes  are  to  be  of  galvanized 
iron. 

SIZES    AND   THICKNESS   OF    PIPES. 

The  sizes  and  thickness  of  pipes  are  to  conform  to  those 
given  in  the  list  of  pipes  accompanying  the  drawings.  Such 
pipes  as  are  not  there  given  will  be  of  approved  size  and 
thickness. 

DRAIN-PIPES   AND   TRAPS. 

All  places  where  condensed  steam  can  accumulate  will  be 
provided  with  drain-pipes  and  cocks  or  valves  of  ample  size, 
and  with  approved  automatic  traps  which  will  discharge  into 
feed-tanks  and  bilge,  or  as  directed.  The  discharges  from  the 
drain-traps  of  the  low-pressure  cylinders  and  valve-chests  and 
from  the  receiver  will  lead  into  the  condenser  and  the  bilge. 
All  drain-cocks  will  have  their  handles  pointing  downward 
when  closed.  All  traps  are  to  hav^e  bye-pass  pipes  and  valves 
for  convenience  of  overhaul  in  2: . 


54 

AUXILIARY    ENGINE   STOP-VALVES. 

Each  auxiliary  engine  will  have  stop- valves  in  both  steam 
and  exhaust-pipes  as  close  as  possible  to  the  cylinders,  and  all 
pumps  will  have  screw  check-valves  in  both  suction  and  de- 
livery pipes  close  to  pumps.  Exhaust  stop-valves  are  to  be 
straightway  when  practicable. 

SEA-VALVES. 

There  will  be  in  the  various  compartments  sea-valves  as 
follows : 

In  after  engine-room : 

Main  injection,  with  jet-injection  and  auxiliary  pump-suc- 
tion attached; 

Main  bilge  discharge; 

Main  outboard  delivery ; 

Air-pump  delivery,  with  main  bilge-pump  discharge  at- 
tached ; 

Hand-pump  delivery  overboard; 

Sea- valve  of  engine-room  water-service. 
In  forward  engine-room  : 

Duplicates  of  the  valves  in  after  engine-room,  and  also  the 
following: 

Main  sea-suction,  with  branches  to  auxiliary  feed-pumps 
and  to  pipe  for  filling  compartments  of  double  bottom  ; 

Auxiliary  bilge  and  fire-pump  delivery  overboard ; 
In  after  fire-room : 

Bottom  blow  Kingston; 

Surface  blow  Kingston ; 

Auxiliary  feed-pump  delivery  overboard. 
In  forward  fire-room : 

The  same  as  in  after  fire-room. 

There  will  also  be  a  sea-valve  for  suction  to  the  distiller- 
pump,  located  in  such  position  as  may  be  directed.  All  sea- 
valves  not  otherwise  specified  or  shown  in  drawings  will  be 
of  the  Kingston  pattern.     All  sea- valves  will  be  above  the 


00 

double  bottom.  The  blow  Kingstoiis  will  have  stop-valves 
close  inboard  of  them,  with  stems  to  work  from  fire-rooms. 
All  Kingston  valves  are  to  have  their  spindles  cast  on,  and 
are  to  be  proved  by  tensile  strain  of  half  a  ton  to  every 
square  inch  of  the  area  of  the  valves.  No  waste- water  is  to 
be  delivered  above  the  water-line.  All  sea-suction  valves 
are  to  have  gratings  on  the  out-side  of  the  vessel  similar  to 
that  shown  for  the  main  injection-valve.  All  valves  not 
shown  in  detail  are  to  have  clear  openings  equal  to  the  com- 
bined areas  of  the  connecting-pipes. 

ATTACH JMENT   OF    VALVES   TO    HULL. 

The  openings  in  hull  for  the  attachment  of  valves  over  6 
inches  diameter  will  be  rectangular,  and  valve-nozzles  will  be 
made  to  correspond.  These  valves  will  be  attached  to  the  hull 
in  a  similar  manner  to  the  main-injection  Kingston.  Valves 
of  6  inches  diameter  and  less  will  be  attached  similarly  to  the 
6-inch  Kingston  shown  in  detail. 

PLUGS    FOR   DISCHARGE   OPENINGS. 

A  composition  plug  with  India-rubber  joint,  as  shown  in 
drawings,  is  to  be  fitted  to  each  discharge-opening,  to  be  put 
in  or  taken  out  by  means  of  a  lever  on  the  ship's  side  above 
the  water-line.  The  outriggers  on  the  ship's  side  are  to  be 
complete  with  all  levers  and  gears. 

BILGE-SUCTION   VALVE-BOXES. 

The  bilge  and  double-bottom  suction  valve-boxes  and  valves 
are  to  be  supplied  by  the  engine  contractors,  who  will  also  con- 
nect them  with  the  pumj)s,  but  the  connections  to  them  from 
the  12-incli  and  6-inch  bilge-drains  and  from  the  forward  and 
after  compartments  will  be  made  by  the  hull  contractors. 
There  is  to  be  a  separate  valve  for  each  suction,  and  they  are 
all  to  be  plainly  marked  to  show  their  use.  The  valve-boxes  are 
to  be  made  of  composition,  and  not  of  cast-iron  as  shown  in 
drawings. 


56 


COCKS   AND    VALVES. 


All  cocks  and  valves  and  their  fittings,  unless  otherwise 
specified,  including  all  hand-wheels,  are  to  be  made  of  compo- 
sition. All  cocks  communicating  with  vacuum  spaces  are  to 
have  bottoms  of  shells  cast  in  and  to  have  packed  plugs.  All 
cocks  above  1  inch  in  diameter  are  to  have  packed  plugs.  All 
gland-studs  of  cocks  or  valves  attached  to  the  hull  or  under 
the  floor-plates  are  to  be  of  copper.  Valves  of  approved  pat- 
tern are  to  be  supplied  wherever  necessary  to  complete  the 
various  pipe  systems,  whether  shown  in  drawings  or  not. 
Cocks  and  valves  may,  where  directed,  have,  in  lieu  of  wheels 
or  permanent  handles,  movable  box  or  socket-wrenches,  marked 
and  stowed  w4iere  directed.  All  valve- wheels  are  to  turn  right- 
handed  to  close. 

LABELS    0:S^    COCKS   AND    VALVES. 

All  cocks  are  to  have  engraved  brass  plates  to  show  their 
use  and  to  indicate  whether  open  or  shut.  All  valves,  except 
such  as  may  be  directed,  are  to  have  similarly  engraved  plates 
to  show  their  use,  or  have  the  same  plainly  engraved  on  hand- 
wheels. 

WHISTLE. 

A  composition  steam-whistle,  Avith  bell  of  6  inches  diam- 
eter, is  to  be  placed  forward  of  the  smoke-pipe,  well  above  the 
level  of  the  awnings,  and  connected  to  the  auxiliary  steam - 
pipe  by  a  pipe  having  a  stojwalve  at  its  lower  end  and  a 
working- valve  at  the  upper  end. 

SIREN. 

There  is  to]^be  a  steam-siren  of  approved  pattern  and  size, 
placed  and^connected  similarly  to  the  whistle. 


57 


RADIx\.TOKS. 


Radiators  or  heating-coils  of  approved  pattern,  divided 
and  placed  where  directed,  will  be  furnished,  fittcvd,  and  con- 
nected, with  superficial  areas  as  follows: 

For  the  cabin,  80  square  feet ; 

For  the  ward -room,  32  square  feet; 

For  the  steerage,  34  square  feet;  * 

For  the  ward-room  country,  185  square  feet; 

For  the  crew's  quarters,  315  square  feet; 

For  the  sick-bay,  16  square  feet; 

For  the  chart-house,  7  square  feet; 

For  the  wheel-house,  16  square  feet. 

Each  radiator  or  coil,  unless  otherwise  directed,  is  to  be 
divided  into  two  parts,  each  with  its  own  steam  and  drain- 
valve.  The  steam  and  drain-pipes  are  to  be  of  seamless  drawn 
brass,  iron-pipe  size,  suitably  connected  by  composition  fit- 
tings in  a  manner  that  will  enable  them  to  be  easily  taken 
down  for  repairs.  The  steam-pipes  will  connect  with  the 
auxiliary  steam-pipe  in  the  auxiliary  boiler-room  and  will  be 
fitted  with  adjustable  reducing- valves.  The  drain-pipe  of 
each  circuit  will  have  an  approved  steam-trap  discharging 
into  the  feed-tanks,  and  elsewhere  as  maybe  directed. 

SHAFTS   THROUGH    liULKHEADS. 

xVll  shafts  passing  through  water-tight  bulkheads  will  be 
provided  with  stuffing-boxes. 

FLOOR-PLATES. 

The  engine-rooms,  fire-rooms,  auxiliary  l)oiler-room,  and 
connecting  passages  are  to  be  floored  with  wrought-iron  about 
^-inch  thick  with  neatly  matched  narrow  corrugations  run- 
ning fore  and  aft.  The  plates  are  to  be  of  convenient  size 
and  easily  removable.  They  will  rest  on  proper  ledges  and 
will  have  drain-holes  where  necessary.  Proper  platforms  will 
4086 9 


58 

be  provided  for  getting  at  all  parts  of  the  main  and  auxiliary 
engines  and  boilers.  These  platforms  where  placed  over 
moving  machinery  will  be  fitted  the  same  as  the  lower  floors. 
In  other  places  they  will  be  made  of  iron  rods  f-inch  square 
spaced  |-inch  apart. 

LADDERS. 

Ladders  will  be  fitted  wlierever  necessary  for  reaching  the 
engine-rooms  and  fire-rooms  from  deck,  and  for  reaching  the 
various  platforms,  passages,  and  parts  of  machinery.  The 
engine-room  ladders  will  be  made  with  plate-iron  sides  and 
light  cast-iron  treads  with  corrugated  tops.  The  fire-room 
ladders  will  be  made  with  plate-iron  sides  and  double  square 
bar  treads.  All  ladders  will  be  so  fitted  as  to  be  easily  remov- 
able where  required,  and  will  be  jointed  and  hinged,  with  neces- 
sary fastenings  and  gear,  where  they  have  to  be  moved  when 
closing  the  battle-hatches.  Ladders  will  be  fitted  to  and 
through  engine-room  ventilators  as  means  of  egress  when  the 
battle-hatches  are  closed.  Suitable  means  of  egress  from  fire- 
rooms  will  also  be  provided  without  passing  through  the  air- 
locks 

HAND-RAILS. 

Finished  brass  hand-rails  with  finished  wrought-iron  stan- 
chions, easily  removable  where  necessary,  will  be  fitted  to  all 
ladders  and  platforms  and  around  all  moving  parts  of  ma- 
chinery and  along  bulkheads  and  passageways. 

ENGINE-ROOM   INSTRUMENTS. 

Each  engine-room  will  be  fitted  with  the  following,  in  full 
vie^v  of  the  working-platform,  and  properly  lighted : 

One  Lane's  improved  spring  steam-gauge,  connected  to  the 
main  steam-pipe. 

One  Lane's  improved  spring  compound-gauge,  connected  to 
the  receiver. 

One  approved  spring  vacuum-gauge,  connected  to  the  con- 
denser. 


59 

One  eight-day  clock  with  second-hand. 

One  continuous  rotary-counter  with  positive  motion,  to  reg- 
ister from  1  to  1,000,000. 

Two  revoUition-indicators,  showing  on  suitable  dials  the 
speed  of  both  screw-engines. 

One  telegraph-dial. 

Four  thermometers,  viz :  one  for  feed-water,  one  for  injec- 
tion-water, one  for  discharge-water,  and  one  for  steam  in  main 
steam-pipe.  These  thermometers,  if  directed,  will  be  placed 
close  to  their  parts  of  the  engines  instead  of  on  the  working- 
pL.t'brm. 

There  will  be  on  each  circulating-engine  and  on  each  air- 
])ump  engine  a  counter  or  a  revolution -indicator,  as  may  be 
d  r^cted ;  and  on  each  condenser  a  mercurial  vacuum-gauge. 

Each  working-platform  will  be  fitted  with  telegraphs  and 
speaking-tubes  leading  to  engine-rooms,  iire-rooms,  wheel- 
house,  deck,  and  where  directed. 

Each  engine-room  will  be  furnished  with  four  Thompson 
indicators  of  standard  size,  of  the  latest  pattern  made  by  the 
American  Steam-Gauge  Company ;  each  to  be  fitted  wdth  a 
spring  of  40  pounds  to  the  inch  and  one  of  16  pounds,  with 
proper  attachments,  all  nickel -pi  a  ted.  Also  one  extra  cock 
attachment  for  each  indicator.  Each  indicator  to  be  in  its  own 
case  and  to  be  suitably  marked.  Cases  to  be  conveniently 
stowed. 

All  gauges,  clocks,  and  counters,  to  have  dials  of  at  least  8  J 
inches  in  diameter.     All  fittings  to  be  of  polished  brass. 

ENGIXE-ROOM    LOG-DESKS. 

A  desk  of  approved  pattern  with  locked  drawer,  is  to  be 
fitted  in  each  engine-room  where  directed. 

INDICATOR   FITTINGS   AND    MOTIONS. 

An  indicator  connection  is  to  be  made  to  each  end  of  each 
steam-cylinder  of  the  main,  air-pump,  and  circulating-engines, 
and  to  each  end  of  each  air-pump  as  near  as  possible  to  the 


GO 

bores  of  the  cylinders  and  so  as  to  be  easily  accessible.  Each 
indicator,  when  in  place,  is  to  be  connected  to  but  one  end  of 
a  cylinder.  The  connecting  pipes  are  to  be  of  1-inch  bore 
and  without  bends.  The  indicator  motion  of  each  engine  is 
to  be  so  fitted  that  both  indicators  on  its  cylinder  can  be  con- 
nected at  the  same  time.  The  motions  of  the  indicator-barrels 
are  to  be  coincident  with  the  motions  of  the  corresponding 
pistons. 

All  steam-cylinders  of  engines  not  above  specified  are  to 
have  holes  tapped  for  indicator  fittings,  and  the  holes  plugged ; 
the  corresponding  engines  are  to  have  portable  indicator  mo- 
tions fitted;  then  removed  and  suitably  stowed. 

ENGINE-ROOM   TELEGRAPHS. 

A  repeating  telegraph  of  approved  pattern  is  to  be  fitted  in 
each  engine-room  and  connected  to  transmitters  in  conning- 
tower,  in  wheel-house,  and  on  bridge.  The  connections  are  to 
be  made  in  such  a  manner  that  the  chance  of  derano-ement 

o 

shall  be  minimized. 

SPEAKING-TUBES. 

Speaking-tubes,  fitted  where  directed,  will  be  made  of  cop- 
per not  less  than  No.  20  B.  W.  G.  Each  tube  will  be  fitted 
at  each  end  with  a  mouth-piece  and  approved  annunciator 
The  tubes  will  be  suitably  cased  where  necessary. 

REVOLUTION-INDICATORS. 

Revolution-indicators  are  to  be  of  such  approved  pattern 
as  shall  not  be  affected  to  a  perceptible  degree  by  the  motion 
of  the  ship  or  by  changes  of  temperature.  They  must  be 
worked  off  the  engines  by  positive  motions,  and  must  be  sa 
fitted  that  changes  of  engine  speed  shall  not  produce  violent 
fluctuations  of  the  indices. 


61 


TELL-TALES. 


Tell-tales  with  proper  connections  are  to  be  fitted  on  the 
bridge  and  in  the  conning-tower  to  show  the  directions  of  mo- 
tion of  the  propelling-engines. 


GOYEKNORS. 

An  efficient  governor  of  approved  type,  with  all  necessary 
connections,  is  to  be  fitted  to  each  propelling-engine. 

LUBRICATION. 

All  w^orking  parts  of  machinery  are  to  be  fitted  with 
efficient  lubricators,  with  capacity  for  sufficient  oil  for  four 
hours'  running.  All  moving  j)arts  of  the  propelling,  air- 
])ump,  circulating-pump,  main  feed-pump,  and  blower-engines 
are  to  have  approved  automatic  oiling  devices,  so  that  they 
may  be  lubricated  without  slowing.  All  fixed  oil-cups  will 
have  hinged  covers.  Moving  oil-cups,  W'here  necessary,  will 
have  removable  covers.  The  supply  of  oil  to  various  parts 
is  to  be  easily  regulated. 

There  is  to  be  fitted  at  the  highest  parts  of  main  valve- 
chests,  directly  over  each  steam  port,  a  globe  or  pump  oil- 
cup  with  the  necessary  valves  and  pipes;  also,  one  similar 
cup  to  each  valve-chest  of  other  engines.  There  w^ill  be 
fitted  to  each  main  steam-pipe,  close  to  main  valve-chest,  a 
Siebert  (or  equivalent)  sight-feed  oil-cup  of  two  quarts  capac- 
ity. Also, smaller  sight-feed  cups  are  to  be  fitted  to  each  air- 
pump,  circulating-pump,  main  feed-pump,  and  blower-engine. 
All  sight-feed  cups  are  to  have  ample  condensing  surface  on 
their  steam-pipes.  All  oil-cups  and  their  fittings,  except 
such  as  are  cast  on  bearings,  are  to  be  of  finished  cast-brass, 

OIL-DRIPS. 

All  fixed  bearings  will  have  drip-cups  cast  on  where  pos- 
sible; otherwise  they  will  be  of  cast-brass  and  properly  applied. 
All  moving  parts  will  have  drip-cups  or  pans,  cast  in  engine- 


62 

frames  when  possible;  otlierwlse  to  be  made  of  sheet-brass. 
The  oil  from  all  drip-cups  on  each  main  engine  is  to  ran  into 
a  larger  reservoir^  fitted  with  a  small  hand-pump,  so  that  the 
contents  may  be  pumped  out  while  the  engines  are  at  work. 

ASH-SPRINKLERS. 

A  cock  for  wetting  down  ashes  will  be  fitted  in  each  fire- 
room  as  shown,  and  will  be  supplied  with  all  necessary  hose 
and  nozzles. 

JOURNAL-BOXES. 

All  journals,  or  moving  parts  of  iron  or  steel,  unless  other- 
wise specified  or  sliown  in  drawings,  are  to  run  in  composition 
boxes.  These  boxes  are  to  be  lined  with  approved  anti-fric- 
tion metal  where  shown  in  drawino;s. 


STUFFING-BOXES. 

All  iron  stuffing-boxes  are  to  have  composition  bushings. 
All  glands  are  to  be  of  composition.  All  gland-nuts  on  stuff- 
ing-boxes of  propelling  and  air-pump  engines,  and  of  air-pumps 
and  main  bilge-pumps,  will  be  fitted  with  pinions  and  spur 
rings.  All  glands  not  so  fitted  will  have  lock-nuts  on  their 
studs. 

PUMP-CYLINDERS. 

All  pump-cylinders,  together  with  their  valve-boxes  and 
fittings,  are  to  be  made  of  composition. 

BOLTS  AND  NUTS. 

All  bolts  and  nuts  are  to  conform,  except  in  special  cases,  to 
the  United  States  Navy  standard.  Screw-threads  on  bolts 
and  nuts  must  in  all  cases  conform  to  the  above  standard.  All 
finished  bolts,  except  where  directed,  are  to  be  prevented  from 
turning,  by  dowels  or  other  suitable  devices.   All  bolts  on  mov- 


63 

ing  parts  and  on  pillow-blocks,  except  where  otherwise  shown^ 
will  be  fitted  with  lock-nuts,  and  the  bolts  will  extend  beyond 
the  nuts,  without  threads;  will  be  finished  Avith  rounded  ends 
and  fitted  WMth  split-pins. 

SUPPORTS    FOR   LAMPS. 

Approved  supports  for  lamps  will  be  fitted  where  directed. 

GEAR  FOR  WORKING  VALVES  FROM  DECK. 

The  gears  for  working,  from  deck,  the  safety-valves,  main 
steam-pipe  stop-valves,  and  engine  stop-valves  will  each  be 
fitted  with  a  hand- wheel.  The  stop- valve  hand- wheels  will 
be  about  1 6  inches  in  diameter,  and  those  for  the  safety-valves 
about  10  inches.  The  wheels  will  be  made  of  finished  brass 
and  will  have  their  rims  connected  to  the  hubs  by  plain  disks 
without  holes  in  them.  The  rims  will  have  radial  holes  for 
the  insertion  of  pins  to  assist  in  turning.  The  standards  will 
be  cast  of  composition,  left  rough,  and  painted. 

LTFTING-GEAR. 

Efficient  lifting-gear,  consisting  of  traveler-bars  and  pulleys^ 
deck-beam  clamps,  turn-buckles,  shackles,  hooks,  eye-bolts,  and 
as  may  be  directed,  will  be  fitted  wherever  required  for  lifting 
parts  of  the  machinery  for  overhauling  and  repairing. 

OIL-TANKS. 

Four  oil-tanks  of  200  gallons  capacity  each  will  be  fitted 
where  directed,  with  facilities  for  filling  from  deck.  They 
will  be  made  of  wrought-iron  not  less  than  J^-inch  thick,  and 
each  will  have  a  man-hole  and  cover  near  the  top  and  a  locked 
cock  for  drawing  oil.  In  each  engine-room  there  will  be  fit- 
ted two  copper  oil-tanks  of  16  gallons  each,  and  two  of  6  gal- 
lons each,  and  in  each  fire-room  one  of  5  gallons;  all  with 
locked  cocks.     All  oil-tanks  will  be  fitted  with  drip-pans. 

An  iron  tallow-tank  of  100  pounds  capacity,  with  hinged 
cover,  is  to  be  fitted  where  required. 


64 


VENTILATORS. 


Ventilators  and  fittings,  two  for  each  engine-room,  two  to 
each  fire-room,  and  fonr  for  uptake-rooms,  as  shown  in  draw- 
ings, are  to  be  supplied.  The  ventilator-shafts  are  to  be  of 
wrought-iron,  and  the  cowls  of  copper,  not  planished,  with 
cast  composition  base-rings  finished  on  the  inside  but  left  un- 
finished on  tlie  outside.  The  engine-room  ventilator-cowls 
are  to  be  fitted  to  be  worked  from  below  and  the  others  from 
above.  The  gear  for  revolving  cowls  is  to  be  of  composition, 
except  the  spindles  running  to  engine-rooms.  The  hand- 
wheels  on  deck  are  to  be  of  polished  brass,  and  in  the  engine- 
room  may  be  the  same  or  may  be  replaced  by  wrought-iron 
T-handles,  as  may  be  directed.  The  fire-room  ventilators  to 
be  fitted  with  proper  doors  at  the  upper  deck  and  to  be  other- 
wise fitted  as  before  specified  to  be  used  for  hoisting  ashes ; 
also  to  be  so  fitted  that  they  may  be  used  without  the  blowers 
for  natural  draught. 

SMOKE-PIPE    COVER. 

A  smoke-pipe  cover,  in  two  parts  as  shown,  is  to  be  fitted 
and  to  be  securely  stowed  in  a  convenient  place.  Each  part 
is  to  be  fitted  with  eye-bolts  and  shackles  for  lifting  by. 

INSTRUMENTS    AND   TOOLS. 

The  following  instruments  and  tools  are  to  be  furnished  in 
addition  to  such  as  are  elsewhere  specified,  viz : 

Two  Thompson  indicators  of  same  kind  as  furnished  for 
main  engines,  each  in  its  own  case,  with  fittings  complete. 

Two  spare  water-thermometers. 

Two  spare  steam-thermometers. 

One  standardized  thermometer  in  suitable  case,  with  certifi- 
cate of  standardization. 

Two  complete  sets  of  fire-tools  for  each  fire-room,  stowed  in 
suitable  racks. 

Lazy-bars  for  all  furnaces,  fitted  in  place. 


65 

One  set  of  wrenches  complete  for  each  engine-room  and 
each  fire-room^  to  be  fitted  to  all  nuts  in  their  respective 
compartments,  finished,  and  marked  with  sizes,  and  fitted  in 
iron  racks  of  approved  pattern.  The  wrenches  for  nuts  of  all 
bolts  over  2  inches  diameter  are  to  be  box- wrenches, where  such 
can  be  used.   Socket-wrenches  to  be  furnished  where  required. 

One  pair  of  taps,  on  rod,  for  tapping  front  and  back  tube- 
sheets  of  boilers  at  one  operation.  This  is  to  be  a  duplicate  of 
that  used  in  originally  tapping  the  sheets,  and  is  to  be  so  packed 
as  to  be  perfectly  protected  from  injury. 

Two  steam  tube-cleaners,  one  for  each  fire-room,  of  approved 
design,  with  fittings  and  connections  complete.  Thoy  are  to  be 
of  sufficient  length  to  clean  the  tubes  from  the  fire-room  ends 
through  furnaces  or  ash-pits.  Each  to  be  fitted  with  a  wooden 
handle  and  to  be  stowed  in  a  convenient  rack  in  fire-room.  A 
spare  nozzle  and  flexible  steam-hose  is  to  be  furnished  with  each. 

A  fixed  trammel  for  setting  the  main  piston-valves  without 
removing  covers;  the  valve-stems  to  be  properly  marked  for 
this  purpose. 

A  fixed  trammel  for  each  radius-link  of  valve-gear,  for  set- 
ting the  centers  at  the  proper  distances. 

A  fixed  trammel  or  gauge  for  each  end  of  each  crank-shaft, 
for  gauging  the  height  of  shafts — brass  pins  being  let  into  the 
bed-plates  and  center-marked  for. this  purpose. 

All  the  above-mentioned  trammels  to  be  stowed  in  suitable 
cases,  so  as  to  be  protected  from  injury. 

DUPLICATE   PIECES. 

The  following  duplicate  pieces,  in  addition  to  others  speci- 
fied, are  to  be  furnished,  fitted,  and  ready  for  use,  viz : 

One  set  of  valves  for  each  steam-pump  ; 

One  seat,  with  guards  and  bolts  complete,  for  receiving- 
valves,  and  one  for  deli  very- valves  of  air-pumps  ; 

One-half  set  of  follower-bolts  and  nuts  for  each  steam- 
piston,  and  one  for  each  air-pump  piston ; 

One-half  set  of  springs  for  each  steam-piston ; 
4C8C 10 


66 

One  set  of  bras-^es  for  each  crank-shaft  journal ; 

One  set  of  brasses  for  each  crank-pin  journal ; 

One  set  of  brasses  for  each  cross-head  journal  ; 

One  cast-iron  shoe  for  each  cross-head  ; 

One  set  of  brasses  for  each  thrust-bearing ; 

Two  hundred  condenser-tubes  packed  in  boxes  ; 

One  hundred  stay-tubos,  threaded  to  fit  threads  in  tube- 
sheets,  and  300  plain  boiler-tubes,  swelled  at  one  end  and 
annealed.  The  ends  of  stay-tubes  to  be  wrapped  in  canvas. 
All  boiler-tubes  to  be  securely  stowed  in  racks  or  as  directed  ; 

One  hundred  stay-tube  nuts  ; 

( )ne  spare  basket  for  each  Macomb  bilge-strainer ; 

One-eighth  of  a  set  of  grate-bars ; 

A  complete  sot  of  brasses  for  each  main-engine  valve- 
gear; 

A  complete  set  of  cup-leathers  for  hydraulic  cylinders  of 
reversing-engines. 

All  duplicate  pieces  not  of  brass  are  to  be  painted  with 
three  coats  of  white  lead  and  oil,  and  well  lashed  in  tarred 
canvas,  with  the  name  marked  in  black  paint  on  the  outside. 
Brass  })ieces  are  to  be  marked  or  stamped. 

SECURING    ENGINES    IN   SHIP. 

The  engines  will  be  secured  to  their  seatings  as  shown  in 
such  drawings  as  may  be  furnished.  If  no  drawings  are 
furnished  the  following  method  will  be  adopted  : 

The  engines  will  be  adjusted  and  lined  upon  the  engine- 
seatings  by  means  of  hard  wooden  wedges  driven  from  both 
sides  of  the  bearing  surfaces,  and  when  accurately  in  line  the 
spaces  around  the  holding-dowa  bolts  between  sole-j)lates  and 
engine-seatings  will  be  filled  by  accurately  fitting  wrought- 
iron  horse-shoe  washers,  upon  which  the  holding-down  bolts 
will  be  set  up  and  their  nuts  locked  in  place. 


67 

MATERIALS   AND    WORKMANSHIP. 

All  castings  must  ba  sound  an  J  true  to  form,  and  bofore  be- 
ing painted  must  be  well  cleaned  of  sand  and  scale  and  all  fins 
and  roughness  removed. 

No  imperfect  or  unsound  casting  or  forging  will  be  used  if 
the  defect  affects  the  strength,  or,  to  a  marked  degree,  its  sight- 
liness. 

All  nuts  on  rough  castings  are  to  fit  facings  raised  above 
the  surface.  All  flanges  of  castings  are  to  be  faced,  and  those 
coupled  together  are  to  have  their  edges  made  fair  with  each 
other.  The  facincrs  of  all  circular  flaup-es  of  casting's  are  to 
be  grooved. 

All  bolt-holes  in  permanently  fixed  parts  are  to  be  reamed, 
or  drilled  fair  and  true  in  place,  and  the  bodies  of  bolts  fin- 
ished to  fit  them  snugly. 

All  threads  on  bolts  and  nuts  are  to  be  of  the  United  States 
Navy  standard.  All  pipes  beneath  floor-plates  are  to  be  con- 
nected by  forged  bolts  and  nuts  of  Tobin's  metal. 

All  brasses  are  to  fit  loosely  between  collars  of  shafting. 

All  brasses  or  journals  are  to  be  properly  channeled  for  the 
distribution  of  oil.  Packing  for  stuffing-boxes  to  be  such  as 
may  be  approved. 

All  small  pins  of  working  parts  are  to  be  well  case-hard- 
ened. 

All  materials  used  in  the  construction  of  the  machinery  are 
to  be  of  the  best  (piality.  The  iron  castings  are  to  be  made 
of  the  best  pig-iron,  not  scrap. 

Composition  castings  are  to  be  made  of  new  materials.    For 
all  journal-boxes  and  guide-gibs,  where  not  otherwise  specified, 
the  composition  is  to  be,  by  weight : 
Copper,  6  parts. 
Tin,        1  part. 
Zinc,      i     '' 

AVhere  Tobin's  metal  is  specified  the  composition  will  be: 
Copper,  58.22  % 
Tin,  2.30  ^• 

Zinc,       39.48  " 


68 

For  other  composition  the  proportions  will  be : 
Copper,  88  % 
Tin,         10^^ 
Zinc,         2 " 

Ornamental  brass  fittings  to  be  of  uniform  color. 

All  boiler-plates  are  to  be  well  cleaned  of  oxide-of-iron 
scale. 

All  flanged  parts  of  boilers  are  to  be  annealed  after  flanging, 
in  an  approved  manner. 

The  contractors  for  the  hull  will  supply  the  labor  to  fit  the 
seatings  to  the  engines,  boilers,  and  auxiliaries. 

All  parts  of  machinery  and  boilers  are  to  be  secured  in  an 
approved  manner  to  prevent  displacement  when  the  vessel  is 
used  for  ramming. 

All  work  is  to  be  in  every  respect  of  the  first  quality  and 
executed  in  a  workmanlike  and  substantial  manner.  Any 
portion  of  the  work,  whether  partially  or  entirely  completed, 
found  defective,  must  be  removed  and  satisfactorily  replaced 
without  extra  charge. 

TESTS    OF    MATERIALS. 

All  materials  used  in  the  construction  of  ihe  boilers,  shaft- 
ing, and  steel  castings,  will  be  tested  in  accordance  with  the 
^^  Instructicms  to  Inspectors,'^  a  copy  of  which  is  appended  to 
these  specifications.  All  boiler  and  condenser-tubes  must  be 
tested  to  300  pounds  internal  water-pressure  before  being  put 
into  boilers  and  condensers.  India-rubber  valves  are  to  be 
of  the  best  Para  caoutchouc,  and  to  be  of  homogeneous  char- 
acter. Valves  taken  at  random  are  to  stand  a  dry-heat  test 
of  270°  F.  for  one  hour,  and  a  moist-heat  test  of  320°  F. 
for  three  hours,  without  the  quality  being  impaired. 

TESTS    OF    BOILERS   AND    MACHINERY. 

Before  the  boilers  are  painted  or  placed  in  the  vessel  they 
will  be  tested  under  a  pressure  of  180  pounds  per  square  inch 
above  atmospheric  pressure.     This  pressure  is  to  be  obtained 


69 

bv  the  application   of  heat   to  water  w  itliin   the  boilers,  the 
water  filling  the  boilers  quite  full. 

Eieh  high-pressure  cylinder  and  valve-chest,  the  auxiliary 
engines,  and  all  steam-jackets,  pipes,  and  conuectioiis  subjected 
to  the  boiler-pressure  are  to  be  tested  by  w^ater-pressure  to  180 
pounds  to  the  square  inch ;  the  low-pressure  cylinder  and  the 
receiver  to  60  pounds,  and  the  steam  side  of  the  condenser  to 
30  pounds.  The  feed-tanks  and  all  remaining  parts  are  to  be 
tested  to  15  pounds  per  square  inch.  The  cylinders  and  con- 
densers are  to  be  tested  by  water-pressure  before  being  placed 
on  board,  and  so  placed  that  all  parts  may  be  accessible  for 
examination  by  the  Inspector  during  the  test.  No  lagging  or 
covering  is  to  be  on  the  cylinders  or  condensers  during  the 
test. 

PAINTING. 

After  a  satisfactory  test  the  boilers  are  to  be  painted  on  the 
outside  with  two  coats  of  brown  zinc  and  oil.  All  engine- 
work  not  finished  to  be  primed  with  two  coats  of  brown  zinc 
and  oil,  and  when  placed  in  position  on  board  tlie  vessel  Avill 
be  painted  w^ith  two  coats  of  paint  of  approved  color. 

The  shafting  is  to  be  painted,  when  in  place,  with  two  coats 
of  white  lead  and  oil^  and  the  boiler  fronts  with  two  coats  of 
lamp-black  and  oil.  The  smoke-pipe  is  to  be  thoroughly 
painted,  both  before  and  after  erection  on  board  the  vessel. 

The  ventilators  ami  cowls  will  be  painted  similarly  to  the 
smoke-pipe,  except  the  interiors  of  cowls,  which  will  be 
painted  vermilion. 

All  steam-pipes  not  lagged  will  be  painted  white;  exhaust- 
pipes,  green ;  water-supply  pipes,  red ;  and  water-discharge- 
pipes,  lead-color. 

PRELIMINARY   TESTS   AND    TRIALS. 

While  the  engines  and  boilers  are  being  completed  steam 
will  be  raised  in  the  boilers  whenever  required  to  test  the 
connections,  the  w^orking  of  all  parts  of  the  main  engines  and 
boilers,  and  all  auxiliaries.  All  expense  of  such  preliminary 
tests  will  be  borne  by  the  contractor. 


70 
inspector's  office. 


A  suitable  office  and  draiightiiig-room,  properly  fitted  and 
heated,  for  the  use  of  the  Inspector  of  Machinery  and  his  assist- 
ants during  the  building  of  the  machinery,  is  to  be  furnished 
by  the  contractor. 


RECORDS   OF   WEIGHTS. 


All  materials  and  parts  of  the  machinery  must  be  carefully 
weighed  by  the  contractor  when  ready  to  go  on  board  the 
vessel,  and  a  record  of  the  weights  in  detail  furnished  to  the 
Inspector,  certified  to  by  him,  and  reported   to  the  Bureau  of 


Steam  Engineering. 

WORKING-DRAWINGS. 

All  drawings  necessary  for  the  prosecution  of  the  work 
must  be  prepared  by  and  at  the  expense  of  the  contractor. 
Those  which  are  merely  developments  of  the  drawings  fur- 
nished and  of  these  specifications  must  be  subject  to  the 
approval  of  the  Engineer-in-Chief  or  of  the  Inspector  of 
Machinery,  as  may  i)e  directed,  before  the  work  is  ordered  or 
commenced. 

In  the  drawings  furnished,  figured  dimensions,  where  given, 
will  be  followed,  and  not  scale  dimensions,  unless  otherwise 
directed.  All  discrepancies  discovered  in  drawings  or  betweea 
drawings  and  specifications  will  be  referred  to  the  Inspector  of 
Machinery,  who  will  keep  a  record  of  the  same,  together  with 
his  decisions,  and  forward  it  to  the  Bureau  of  Steam  Engi- 
neei  ing. 

CHANGES   IN    PLANS. 

The  contractor  must  make  no  changes  from  the  drawings 
furnished,  except  as  may  be  herein  directed,  or  from  the  pro- 
visions of  these  specifications  without  preparing  complete 
plans  of  such  proposed  changes  and  submitting  the  same  to 
the  Engineer-in-Chief  for  approval. 


71 

DRAWINGS   OF    COMPLETED    MACHINERY. 

A  complete  set  of  drawings  of  the  machinery,  as  fitted^ 
must  be  furnished  by  the  contractor,  certified  to  by  the  In- 
spector of  Machinery,  and  forwarded  to  the  Bureau  of  Steam 
Engineering  immediately  upon  completion  of  the  work. 

OMISSIONS. 

The  engines,  boilers,  uptakes,  and  smoke-pipe,  all  auxilia- 
ries, their  piping  and  connections,  and  all  sea- valves,  except  the 
cutting  of  the  holes  for  the  same,  and  all  parts  described  in 
these  specifications  and  the  official  drawings,  are  to  be  fitted 
complete  to  the  vessel  by  the  engine  contractors,  and  any  part 
of  the  machinery,  or  any  article  pertaining  thereto,  which 
may  have  been  inadvertently  omitted  from  these  specifications 
or  from  the  official  drawings,  but  which  is  necessary  for  the 
proper  completion  of  the  vessel,  is  to  be  supplied  by  the  con- 
tractor, without  extra  charge. 


72 


TESTS  OF  STEEL  FOR  CRUISERS. 


INSTRUCTIONS  TO  INSPECTORS. 


The  following  rules  are  prescribed  in  order  to  insure  the  fulfillment 
of  the  clause  of  the  Act  of  Congress  of  August  5.  1882  :  ''  Such  vessels 
*  *  "^  to  he  constructed  of  steel  of  domestic  manufacture,  having 
as  near  as  may  he  a  tensile  strength  of  not  less  than  sixty  thousand 
pounds  to  the  square  inch,  and  a  ductility  in  eight  inches  of  not 
less  than  twenty-five  per  centum." 

I.  All  ship-plates,  beams,  angles,  rivets,  bolts,  boiler-plates,  and  stays 
are  to  be  inspected  and  tested  at  the  place  of  manufacture  by  a  Naval 
Inspector  of  Material,  and  to  be  passed  by  him,  subject  to  restrictions 
hereinafter  mentioned,  before  acceptance  by  the  ship-builders,  whether 
Government  or  private,  for  incorporation  into  said  vessels. 

II.  Every  plate,  beam,  and  angle  supplied  for  these  vessels  is  to  be 
clearly  and  indelibly  stamped  in  tAVO  places,  and  with  two  separate 
brands :  1st.  With  that  of  the  maker,  which  shall  distinguish  the  name 
of  the  manufactory  or  company  ;  2d.  With  the  regulation  brand  of 
the  Naval  Inspector  of  Material.  The  latter  not  to  be  stamped  upon 
any  of  the  above-mentioned  material  until  it  shall  have  passed  an  in- 
spection for  surface  or  other  defects  of  manufacture  and  the  physical 
tests  have  been  accepted  by  the  Inspector  and  have  been  stamj)ed  with 
the  maker's  brand. 

In  case  of  small  articles  passed  in  bulk  the  above-mentioned  brands 
shall  be  applied  to  the  boxing  or  packing  material  of  the  objects. 

No  steel  material  to  be  received  at  the  building  yards  for  incorpora- 
tion into  vessels  except  it  bear,  either  upon  its  surface  or  that  of  its 
packing,  both  of  these  brands  as  evidence  that  it  has  passed  the  neces- 
sary Government  inspection. 

III.  The  Aveight  of  all  i)lates,  beams,  angles,  &c.,  mast  be  obtained 
by  the  Inspector  of  Material  before  delivery. 

Plates  of  121  lbs.  per  square  foot  or  less,  and  strips  and  bars  of  6  lbs. 
per  lineal  foot  or  less,  may  be  accepted  if  the  weights  vary  between  3 
per  cent,  above  and  5  i)er  cent,  below  the  8j)ecified  Aveights. 


73 

All  other  plates  and  shapes  may  be  accepted  if  the  weights  vary  be- 
tween the  specified  weights  and  5  per  cent,  below  them. 

All  plates  and  shapes  not  being  within  the  limits  here  specified  may 
be  rejected. 


All  material  except  boiler-plates  shouldbetested  by  heats  as  follows: 
A  specimen  ingot  or  bloom  shall  be  selected  and  rolled  into  a  plate 

or  bar  and  test  pieces  cut  therefrom,  provided  always  that  the  test 

pieces  shall  have  received  no  more  working  than  that  which  the 

finished  material  from  the  heat  Avould  receive. 

Four  test  pieces,  of  the  form  shown  in  Fig.  1,  for  plates,  (square  or 

round,  in  condition  as  finished  at  the  rolls,  may  be  used  for  the  tests 

of  shapes,)  shall  be  made  and  tested  for  each  heat. 

Fig.  1. 


A                            B 
J \_ 


The  length  A  B  must  be  at  least  8  inches  of  uniform  cross-section 
of  Avhich  the  area  should  not  be  less  than  i  nor  more  than  yu  of  one 
square  inch. 

The  reduction  of  width  throughout  the  length  A  B  should  be  just 
sufficient  to  prevent  failure  in  the  grips. 

The  test  pieces  must  not  be  annealed  unless  the  finished  material  is 
to  be  annealed. 

Each  test  piece  shall  be  submitted  to  a  direct  tensile  stress  until  it 
breaks,  in  a  machine  of  approved  character. 

The  initial  stress  to  be  30,000  pounds  per  square  inch. 

The  first  load  to  be  kept  in  continuous  action  for  one  minute. 

An  observation  to  be  made  of  the  corresponding  elongation  measured 
upon  the  original  length  of  8  inches. 

The  stress  then  to  be  increased  slowly  until  the  principal  elastic 
limit  is  determined,  after  which  additional  loads  will  be  added  at 
intervals  of  time  nearly  as  possible  equal,  and  separated  by  half  a 
minute,  the  loads  to  produce  an  increase  of  stress  of  5,000  pounds  per 
square  inch  of  original  section  of  the  test  piece  until  the  stress  is 
about  50,000  pounds  per  square  inch  of  original  section,  when  incre- 
4086 11 


74 

ments  of  stress  should  not  exceed  1,000  pounds  per  square  inch.  Upon 
close  approach  to  the  possible  ultimate  strength  the  load  to  he 
increased  gradually  and  its  maximum  value  carefully  noted. 

The  final  elongation  to  be  that  obtained  after  rupture. 

A  list  of  all  ingots  made  from  each  heat  must  be  supplied  to  the 
Inspector.  Each  ingot  should  be  stamped  in  his  presence  with  the 
number  of  the  heat.  He  should  also  see  the  test  plate  or  billet  cut  off, 
stamped,  and  rolled,  and  place  a  private  stamp  upon  it  in  such  a  way 
that  each  test  piece  will  have  the  impression  of  the  stamp  near  one  end. 

CONDITIONS   OF   ACCEPTANCE. 

In  order  to  be  accepted  the  average  of  the  four  test  pieces  must 
show  an  ultimate  tensile  strength  of  at  least  60,000  pounds  per  square 
inch  of  original  section,  and  a  final  elongation  in  8  inches  of  not  less 
than  25  per  centum. 

Material  which  shows  a  strength  greater  than  60,000  pounds  per 
square  inch  will  be  accepted,  provided  the  ductility  remains  at  least 
23  per  centum. 

CASES   OF   FAILURE. 

If  the  average  of  these  four  test  pieces,  numbered  1,  2,  3,  and  4, 
(called  Test  I,)  fall  below  either  of  the  required  limits,  the  ingot  from 
which  pieces  1,  2,  3,  and  4  were  cut  shall  be  rejected,  and  Test  II  made, 
consisting  of  pieces  5  and  6  cut  from  a  second  ingot ;  if  the  mean  of 
the  results  of  these  two  fall  below  either  of  the  above  limits  the 
entire  lot  shall  be  rejected.  If  it  be  successful  Test  III,  or  the  mean 
of  pieces  7  and  8  cut  from  a  third  ingot,  shall  decide. 

If  in  any  of  the  Tests  I,  II,  III,  any  single  piece  shows  a  tensile 
strength  less  than  58,000  pounds,  or  a  final  elongation  less  than  21  per 
cent.,  the  ingot  from  which  it  was  taken  shall  be  rejected  and  that 
test  considered  to  have  failed,  regardless  of  its  average. 

QUENCHING   TEST. 

IV.  A  test  piece  shall  be  cut  from  each  plate,  angle,  or  beam,  and 
after  heating  to  a  cherry-red  plunged  in  water  at  a  temperature  of  82° 
Fahrenheit.  Thus  prepared  it  must  be  possible  to  bend  the  pieces 
under  a  press  or  hammer  so  that  they  shall  be  doubled  round  a  curve 
of  which  the  diameter  is  not  more  than  one  and  a  half  times  the 
thickness  of  the  plates  tested, without  presenting  any  trace  of  cracking. 


75 

These  test  pieces  must  not  have  their  sheared  sides  rounded  off,  the 
only  treatment  permitted  being  the  taking  off  the  sharpness  of  the 
edges  with  a  fine  file. 

Inspectors  may  require  a  cold-bending  test  when  considered  neces- 
sary. 

AXGI.es,    15EAMS,    BULB-BARS,    T-BARS,    ETC. 

y.  Angle-bars  are  to  be  subjected  to  the  following  additional  tests: 
A  piece  cut  from  one  bar  in  twenty  to  be  opened  out  flat,  while  cold, 
under  the  hammer ;  a  piece  cut  from  another  bar  in  the  same  lot  shall 
be  closed  until  the  two  sides  touch,  while  cold. 

Bulb  and  T-bars  are  to  be  submitted  to  a  closing  test  similar  to  that 
prescribed  for  angle-bars. 

Bars  submitted  to  these  tests  must  show  neither  cracks,  clifts,  nor 
flaws. 


Each  1,000  lbs.  of  rivets  from  the  same  heat  of  metal  shall  consti- 
tute a  lot,  and  be  accompanied  by  two  sample  bars,  each  18  inches 
long,  for  tensile  test.  These  samples  for  tensile  test  shall  be  cut  from 
the  bars  from  which  the  lot  of  rivets  is  made,  and  be  stamped  with  a 
number  which  shall  also  be  placed  on  each  box  or  package  of  that  lot. 

These  samples  to  be  subject  to  the  same  tensile  test  as  that  required 
for  the  i)lates. 

The  lot  of  rivets  from  which  this  sample  bar  does  not  fulfill  the 
requirements  of  tensile  strength  and  elongation  required  for  plates, 
is  to  be  rejected. 

From  each  lot,  six  rivets  are  to  be  taken  at  random  and  submitted 
to  the  following  tests,  two  rivets  to  be  used  for  each  test:  Ist.  Two 
rivets  to  be  flattened  out  cold  under  the  hammer  to  a  thickness  of  one- 
half  the  diameter,  without  showing  cracks  or  flaws.  2d.  Two  rivets 
to  be  flattened  out  hot  under  the  hammer  to  a  thickness  one-third  the 
diameter,  without  showing  cracks  or  flaws.  3d.  Two  rivets  to  be  bent 
cold  into  the  form  of  a  hook  with  parallel  sides,  without  showing 
cracks  or  flaws. 

BOILER  MATERIAL. 

Two  tensile  test  x)ieces  shall  be  cut  from  each  plate  rolled  for  boilers; 
and  one  quenching  test  piece,  which  shall  be  tested  as  before  described, 
except  that,  in  the  tensile  tests,  the  initial  stress  may  be  25,000  lbs. 
to  the  square  inch. 


76 

The  limits  of  strength  for  all  plates,  braces,  stays,  angles,  and  T-bars, 
shall  be  as  follows: 

The  ductility  in  eight  inches  must  not  be  less  than  25  per  centum, 
and  the  ultimate  tensile  strength  must  not  be  less  than  57,000  lbs. 
and  not  more  than  63,000  lbs. ;  and  no  single  piece  must  shoAV  a  less 
tensile  strength  than  57,000  lbs.  to  the  square  inch ,  except  plates  for  flang- 
ing and  those  used  in  the  construction  of  the  furnaces,  which  will 
have  an  ultimate  tensile  strength  of  not  less  than  50,000  and  of  not  more 
than  55,000  lbs.,  and  a  ductility  in  eight  inches  of  not  less  than  29  per 
cent. 

No  steel  for  boilers  which  is  to  be  worked  at  a  heat  or  to  be  annealed 
after  working  in  the  boiler-shops,  shall  be  annealed  at  the  works. 

The  acceptance  of  material  under  these  tests  will  not  relieve  the 
contractor  from  the  necessity  of  making  good  any  material  which  fails 
in  working  or  may  be  rejected  by  the  Inspector. 

TEST   OF   STEEL   SHAFTS. 

1.  Each  length  of  rough-forged  shaft  should  have  a  piece  cut  from 
it,  at  that  end  which  was  uppermost  in  the  ingot,  of  sufficient  size  to 
allow  the  removal  of  specimens  for  tensile  test,  parallel  with  the  axis 
of  the  shaft,  having  a  measured  length  of  4  inches  between  reference 
marks  and  of  i  square  inch  sectional  area  when  finished. 

2.  From  the  piece  so  removed,  four  test-pieces  shall  be  taken,  two 
at  circumference  of  finished  diameter  and  two  at  i  radius  from  center. 
These  pieces  to  be  broken  in  a  machine  of  approved  character,  under 
the  same  conditions  as  prescribed  for  '^  Tests  of  Steel  for  Cruisers." 

3.  The  ultimate  tensile  strength  of  the  four  pieces  must  be  within 
the  limits  of  26  and  30  tons  (of  2240  lbs.)  per  square  inch,  and  that  of  no 
single  piece  may  fall  below  25  tons.  Pieces  showing  greater  tensile 
strength  than  30  tons  will  be  accepted,  provided  the  required  ductility 
and  other  tests  are  satisfied. 

The  ductility  of  no  piece  at  outer  radius  may  be  less  than  20  per 
cent.,  and  that  of  no  piece  at  inner  radius  less  than  16  per  cent.,  in  the 
measured  length  of  4  inches. 

4.  Bars  l-inch  thick,  cut  at  the  outer  radius,  must  stand  bending 
double  to  an  inner  diameter  of  11  inches  after  common  quenching  in 
water  from  a  low  cherry-red  temx>erature. 

5.  Pieces  cut  from  the  rough-forged  shaft  for  test  may  not  be  sub- 
jected to  any  subsequent  treatment  or  process. 


77 

6.  Inspectors  of  steel  shafting  shall  have  full  facilities  to  assure 
themselves  of  the  general  good  quality  of  the  metal  and  of  a  satisfac- 
tory method  of  manufacture,  and  may  reject  any  piece  considered  to 
l>e  defective  in  quality  or  fabrication,  without  regard  to  the  i)rescribed 
tests. 

TEST   OF    8TEEL    CASTINGS. 

All  steel  castings  are  to  satisf}^  the  following  conditions: 

Tensile  strength  to  l^e  between  60,000  and  70,000  pounds  per  square 
inch  of  cross-section. 

Extension  in  8  inches  of  length  to  be  at-  least  10  per  cent. 

Bars  of  the  same  metal  1  inch  si^uare  should  be  capable  of  bending 
cold  without  fracture  through  an  angle  of  90°  over  a  radius  not  greater 
than  1|  inches.  Test  pieces  are  to  be  taken  from  each  important 
casting. 


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YB  52102 


